INTRODUCTION. 1.1 Final SEIS/SEIR Organization

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1 INTRODUCTION Final SEIS/SEIR Organization This chapter presents background and introductory information for the Proposed Pacific Los Angeles Marine Terminal Crude Oil Marine Terminal, Tank Farm Facilities, and Pipelines Project (proposed Project), located on Berth 0 of Pier 00 (marine terminal, Tank Farm, and pipelines) and Pier 00 (Tank Farm and pipelines) in the Port of Los Angeles ( Port ). This chapter presents a summary of the project s history; the authorities of the Lead Agencies (United States Army Corps of Engineers [USACE] and the Los Angeles Harbor Department [LAHD]) in preparing this Final Supplemental Environmental Impact Statement/Subsequent Environmental Impact Report (SEIS/SEIR); a description of the proposed Project, incorporating the editorial changes noted in the Response to Comments and other minor corrections; the scope and content of the SEIS/SEIR; the key principles guiding the preparation of this document; and major Port environmental initiatives that could influence the proposed Project or its alternatives. Additionally, this chapter discusses general changes and modifications made to the Draft SEIS/SEIR. Chapter, Responses to Comments, presents information regarding the distribution of, and public comments on, the Draft SEIS/SEIR, and the responses to public comments. Chapter presents the modifications to the Draft SEIS/SEIR. This includes revisions to impacts analyses (Environmental and Cumulative), Comparison of Alternatives, Socioeconomics and Environmental Quality, Growth-Inducing Impacts, and Significant Irreversible Changes. There are also revisions to the References section, Acronyms and Abbreviations, and several Appendices. Section. in this chapter provides a list of the sections and appendices of the Draft SEIS/SEIR that have been modified. This Final SEIS/SEIR has been prepared in accordance with the requirements of the National Environmental Policy Act (NEPA) ( United States Code [USC] et seq.), and in conformance with the Council on Environmental Quality (CEQ) Guidelines (0 Code of Federal Regulations [CFR] 00 et seq.) and the USACE NEPA Implementing Regulations ( CFR 0 et seq.). The document also fulfills the requirements of the California Environmental Quality Act (CEQA) (California Public Resources Code [PRC] 000 et seq.), and the CEQA Guidelines (California Code of Regulations [CCR], Title, Division, Chapter, Sections 000 et seq.). The USACE is the NEPA lead agency for this proposed Project, and the LAHD is the CEQA lead agency. Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

2 Project Background.. Introduction and Project Overview This section describes the Proposed Pacific Los Angeles Marine Terminal Crude Oil Marine Terminal, Tank Farm Facilities, and Pipelines Project (proposed Project) and the alternatives considered in this Supplemental Environmental Impact Statement / Subsequent Environmental Impact Report (SEIS/SEIR). The chapter provides an overview of the project, existing conditions at the site of the proposed Project, the purpose and need for the proposed Project, detailed project elements, alternatives considered, NEPA and CEQA Baselines, and existing statutes, plans, policies, and other regulatory requirements that are applicable to the proposed Project and alternatives. This section provides a brief summary of the key physical elements and operational parameters of the proposed Project.... Proposed Project Summary The proposed Project would include construction and operation of a new marine terminal at Berth 0 on Pier 00 (Marine Terminal), new tank farm facilities on Pier 00 (Tank Farm Site ) and Pier 00 (Tank Farm Site ) with a total of.0 million barrels (bbl) of capacity, and pipelines connecting the Marine Terminal and the tank farms to local refineries (Figure -). The terminal would be operated by Pacific Los Angeles Marine Terminal, LLC (PLAMT) under a 0-year lease from the Los Angeles Harbor Department (LAHD). PLAMT is a wholly-owned subsidiary of Plains All American Pipeline, L.P. (Plains). Should the Board of Harbor Commissioner elect to approve the project, mitigation measures contained in this SEIS/SEIR will become part of the lease. Enforcement of these lease measures shall be through reporting, conformance actions, should deadlines be missed, and lease revocation where noncompliance cannot be remediated. The proposed Project would not require any dredging, as Berth 0 already has sufficient water depth (- feet mean lower low water [MLLW]) to accommodate Very Large Crude Carrier (VLCC) vessels (up to,000 deadweight tons [DWT]), which would be the largest vessels expected to call at Berth 0, followed in order of decreasing size by Suezmax, Aframax, and Panamax-type vessels (see Table - of the Draft SEIS/SEIR). The proposed Project would primarily receive crude oil and partially refined crude oil. The sole exception is that the proposed Project would also receive occasional deliveries of marine gas oil (MGO), a fuel with 0.0 percent sulfur content that is available in the local market, in order to provide low-sulfur fuel to tanker vessels unloading at the new berth. - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

3 LONG BEACH FWY. CONOCO/PHILLIPS REFINERY PROPOSED PIPELINE SEGMENT DIAMETER,0 LINEAR FEET PROPOSED PIPELINE SEGMENT DIAMETER 0 LINEAR FEET 0 VALERO REFINERY PROPOSED PIPELINE SEGMENT DIAMETER,00 LINEAR FEET SITE A PROPOSED PIGGING STATION SITE. ACRES WEST BASIN VE. DE A TURNING BASIN. E ST L EAR FISH HARBOR MIN AL W Y. SI SEA T. RY S FER EXXONMOBIL SOUTHWEST TERMINAL PROPOSED PIPELINE SEGMENT c Y. DIAMETER AL W MIN 00 LINEAR FEET TER N LOS A D. N BLV OCEA TERMINAL ISLAND SITE PROPOSED TANK FARM STORAGE 0,000 BBL. (,00,000 BBL. STORAGE). ACRES WEST BASIN ALTERNATIVE PIPELINE ROUTE PIER 00 PIER 00 TURNING BASIN PROPOSED PIPELINE SEGMENT DIAMETER,00 LINEAR FEET LONG BEACH OUTER HARBOR PIER 00 EL HANN AIN C M GELES SAN PEDRO C PROPOSED PIPELINE SEGMENTS a AND b DIAMETER a:,0 LINEAR FEET b:,00 LINEAR FEET EXISTING PLAINS PIPELINE DIAMETER,00 LINEAR FEET (NORTH AND SOUTH PORTION) NEL CHAN TOS ERRI TER 0 EAST BASIN LES GE H AN BEAC S LO G OF LON RT F PO RT O PO LOS ANGELES RIVER WILMINGTON LOS ANGELES HARBOR PROPOSED MARINE OIL TERMINAL FACE C OF PIER 00.0 ACRES ANGELS GATE SITE PROPOSED TANK FARM STORAGE 0,000 BBL. (00,000 BBL. STORAGE) 0,000 BBL. SURGE TANK,000 BBL. MGO TANK 0. ACRES N Scale PACIFIC OCEAN Figure -. Proposed Project Site Locations (Aerial View) LEGEND Proposed Pipeline Existing Plains Pipeline Proposed Facility Boundaries Alternative Route City Boundaries 0 Mile.0

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5 0 0 0 The new Marine Terminal would be designed to receive crude oil from marine vessels and transfer the oil to two new tank farm facilities via a new -inch diameter, high-volume pipeline. The terminal would be operated so as to minimize the time each marine tanker remains at the berth and would do so with a combination of high capacity pumps, large diameter pipelines, and adequate storage capacity in the tank farms. One of the new tank farms would be located on Pier 00 (Tank Farm Site ) and the other on Pier 00 at Seaside Avenue/Terminal Way (Tank Farm Site ). The site of the Marine Terminal and both tank farm sites are owned by LAHD. The proposed Project s new tank farm facilities would be connected to the existing ExxonMobil Southwest Terminal on Terminal Island, the existing Ultramar/Valero Refinery on Anaheim Street near the Terminal Island Freeway, and to other Plains pipeline systems near Henry Ford Avenue and Alameda Street via new and existing -inch, -inch, and -inch pipelines. All new pipelines would be installed belowground, with the exception of the water crossings at the Pier 00 causeway bridge and at the Valero utility/pipe bridge that crosses the Dominguez Channel west of the Ultramar/Valero Refinery. The proposed tenant, PLAMT, requires a minimum crude oil tank capacity of million bbl to support an economically viable operation. The applicant represents that it has three customers that would utilize a total of. million bbl of capacity, and PLAMT would reserve 0. million bbl of capacity for operational and spot business use. Accordingly, the total tank capacity for the proposed Project would be.0 million bbl. Should the terminal operator require more than.0 million bbl of tank capacity at a later date, an additional environmental assessment would be required at that time.... Proposed Project Throughput Comparison Table - identifies the existing CEQA Baseline (year 00) throughput activities at the Pier 00 Marine Terminal and compares it to the throughput associated with the proposed Project in year 00, 0, 0, and 00, measuring throughput in barrels per day (bpd). NEPA Baseline throughput activities for years 00, 00, 0, 0, and 00 are described in Section... (No Federal Action/No Project Alternative) of the Draft SEIS/SEIR since, as explained in Section... and Section. of the Draft SEIS/SEIR, the NEPA Baseline is identical to the No Federal Action/No Project Alternative for this analysis. Throughput and vessel calls associated with the proposed Project are estimated based on demand projections from Baker & O Brien (00), customer commitments PLAMT has at this time, and the reasonably foreseeable capacity of the proposed Project to accommodate crude oil. NEPA Baseline conditions are described in Section.. and Section... of the Draft SEIS/SEIR. Appendix D provides details regarding the analyses supporting the throughput and vessel mix estimates used in this document. Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

6 Element Table -. Proposed Project Land and Throughput Comparison CEQA Baseline (00) Proposed Project (00) Proposed Project (0) Proposed Project (0) Proposed Project (00) Marine Terminal Acreage 0.0 acres (.0 ha).0 acres (.0 ha).0 acres (.0 ha).0 acres (.0 ha) Total Tank Farm Acreage 0 Acreage for Administration Building near Tank Farm Site Pig Launching Facility (Site A) Alternate Pig Launching Facility (Site B) Total Project Acreage acres (. ha). acres (0. ha). acres (0. ha) 0. acres (0. ha). -. acres (. -. ha). acres (. ha). acres (0. ha). acres (0. ha) 0. acres (0. ha). -. acres (. -. ha). acres (. ha). acres (0. ha). acres (0. ha) 0. acres (0. ha). -. acres (. -. ha). acres (. ha). acres (0. ha). acres (0. ha) 0. acres (0. ha). -. acres (. -. ha) Tanker Calls 0 per year per year 0 per year 0 per year Average Crude Oil Throughput 0 0,000 bpd 00,000 bpd,000 bpd,000 bpd Barge Calls 0 Crude Oil Storage Tanks 0 Crude Oil Tank Capacity 0.0 million bbl.0 million bbl.0 million bbl.0 million bbl Employees 0 peak Notes: bpd = barrels per day bbl = barrels ha = hectares. NEPA Baseline throughput activities for years 00, 00, 0, 0, and 00 are described in Section... (No Federal Action/No Project Alternative) of the Draft SEIS/SEIR since, as explained in Section... and Section. of the Draft SEIS/SEIR, the NEPA Baseline is identical to the No Federal Action/No Project Alternative for this analysis.. Total acreage would vary slightly depending on the location of the pig launching facility. See Section... for details.. The number of tanker calls depends on crude oil supply sources and vessel availability; the estimate shown here is based upon projections of the world tanker fleet and terminal throughput from Baker & O Brien (00), and is the highest reasonably foreseeable number of tanker calls under the proposed Project. See Appendix D for detailed calculations used to derive the estimate. These highest reasonably foreseeable numbers are assumed in the impact analysis in this SEIS/SEIR in order to capture all potential impacts of the proposed Project. A higher proportion of large vessels carrying larger loads would mean fewer vessel calls per year. Note that an emissions cap would be imposed in the South Coast Air Quality Management District (SCAQMD) operating permit, as described in Section. Air Quality. The actual number of tanker calls per year would be limited to comply with the SCAQMD permit condition; however, this SEIS/SEIR does not incorporate this limitation (in order to capture all potential impacts of the proposed Project).. The peak number shown represents peak employment during the construction phase (taking into account that operations would start in 00 while construction is ongoing); see Section... for details. This peak level would occur for only a brief time period, if at all, but is the highest reasonably foreseeable number.. The number of employees during operation of the proposed Project includes those employed or contracted by PLAMT as well as the estimated increase in tugboat and Port pilot crews due to increased vessel calls. Employment is higher in later years because of the higher number of vessel calls resulting in more tugboat and Port pilot crews, as well as the need for increased inspections and maintenance that start five to ten years after the start of operations. - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

7 Overview of Crude Oil Demand and Supply in Southern California Crude oil in California is used predominantly to make transportation fuels for consumers and businesses; no electricity in the state is generated using petroleum (CEC 00a). As the California Energy Commission (CEC) states in the 00 Integrated Energy Policy Report (IEPR) (CEC 00a), Californians require mobility to conduct their everyday lives and attend to their business needs. For the most part, this mobility is achieved through use of a petroleum-fueled vehicle. Travel demand is essentially a fixed requirement for individual consumers of transportation goods and services in a state as physically expansive as California, where distances are large and most metropolitan areas are extensive and poorly served by public transit. Reducing public access to work, recreation, and other travel cannot be achieved without disruption and economic loss. Moreover, population growth translates directly into increases in aggregate travel demand. Even as consumers demand mobility, California leads the nation in environmental policies and initiatives to reduce energy consumption and increase the use of alternative fuels. California Assembly Bill (AB) 00 (Pavley, Chapter, Statutes of 00) directed the CEC, in partnership with the California Air Resources Board (CARB), to develop a State Alternative Fuels Plan to increase the use of alternative fuels without adversely affecting air pollution, water pollution, and public health. Released in December 00, the State Alternative Fuels Plan (CEC and CARB 00) recommends a combination of regulations, incentives, and market investments to achieve increased penetration of alternative and non-petroleum fuels. The State Alternative Fuels Plan describes strategies, actions, and mechanisms to concurrently address multiple state policies (petroleum reduction, greenhouse gas (GHG) reduction, in-state biofuels production and use goals, and state air quality goals) in an integrated fashion. To accomplish the goal, the plan recommends multiple strategies which combine private capital investment, financial incentives, and technology advancement approaches. However, even with full implementation of the State Alternative Fuels Plan, CEC found that conventional petroleum fuels will be the main source of transportation energy for the foreseeable future. California must address its petroleum infrastructure problems and act prudently to secure transportation fuels to meet the needs of our growing population (CEC 00a). CEC stated further that This should be viewed as a strategy to allow time for the market and consumer behavior to adjust to alternative fuels and transportation choices. During this transition, California must be innovative and aggressive in finding more ways to make increased efficiency, greater renewable fuel use, and smart land use planning the most desirable consumer options (CEC 00a). Thus, the proposed Project would help meet California s stated needs for transportation energy facilities by providing critical infrastructure called for in the CEC s Integrated Energy Policy Reports since 00 (see Section... for details). Petroleum based fuels are and will continue to be a necessary part of California s energy portfolio. In the 00 IEPR (CEC 00a; CEC 00b) the CEC recommends that California continue with improving critical petroleum product import infrastructure, particularly for crude oil, as well as related storage and onshore transportation facilities. The proposed Project directly addresses part of this stated need. Expanding petroleum Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

8 related infrastructure is critical to meet California s transportation fuel needs, even with pursuing aggressive strategies to use alternative fuels and reduce demand for all transportation fuels (CEC 00a; CEC 00b). The demand for crude oil in southern California is driven by consumer demand for transportation fuels: gasoline, diesel, and jet fuel. About percent of California s refinery output in 00 consisted of these fuels (the remainder of refinery output includes heavier and lighter components such as petroleum coke, refinery gases, asphalt, and tar) (CEC 00c). Demand for transportation fuels is, in turn, a function of several factors, including population, income, vehicle purchasing and driving habits, fuel prices, rates of adoption of new technologies and alternative fuels, and GHG reduction rules and standards. In addition to supplying southern California s transportation fuel needs, the refineries operating in southern California also supply virtually 00 percent of transportation fuels for Nevada and 0 percent for Arizona (CEC 00a). In 00, California refineries processed million barrels (bbl) of crude oil (. million barrels per day [bpd]). Crude oil from foreign imports made up the largest share of that amount (0. percent); California sources supplied. percent, and Alaska North Slope (ANS) supplied 0. percent (CEC 00c). Within southern California, refineries processed million bbl in 00 ( thousand bpd); percent of this supply was from foreign imports, percent was from California sources, and percent was from ANS (Baker & O Brien 00). However, crude production from California and Alaska (as well as the rest of the U.S.) is decreasing. California crude production peaked in and has declined by percent since ; Alaskan crude production peaked in and has declined 0 percent since that time (Figure -). These declines are expected to continue, as shown in Figure - (Baker and O Brien 00; CEC 00a; CEC 00b; CEC 00c). With the decline in domestic production has come an increase in foreign imports, which arrive in the Los Angeles area after being transported via tanker vessels. Table - summarizes the five recognized size classes of tanker vessels in long-haul (i.e., transoceanic) service. Typically, the company that owns the vessel does not own the crude oil it carries; companies involved in the business of transporting crude contract with ship owners to transport oil from producing regions to consuming regions. In 00, about percent of foreign crude oil imports to southern California came from the Middle East (i.e., Saudi Arabia, Iraq, Yemen, Oman, and Kuwait), and another percent came from Central and South America. About percent came from West Africa, and about percent came from Canada. The share of Middle Eastern imports has increased steadily in recent years, a trend that is expected to continue (Baker & O Brien 00). Middle East imports generally arrive in VLCCs and Suezmax vessels because larger vessels are more cost effective for longer voyages than smaller vessels. However, as no crude oil terminals in Southern California are capable of accommodating a fully loaded VLCC due to wharf and water depth restrictions, fully loaded VLCCs must currently offload crude oil onto smaller vessels to transfer to the receiving terminal, a process called lightering (described in detail below). Latin American and Canadian oil transported to southern California is generally carried via Aframax tankers, while crude originating in West Africa is usually shipped to southern California in Aframax and Suezmax vessels. Panamax vessels also carry crude oil into southern California; they mainly come from relatively close suppliers (e.g., Ecuador) and supply oil for the spot market. - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

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11 Table -. Classes and Characteristics of Oil Tankers Vessel Type Length (ft) Capacity (DWT) Capacity Average (bbl) Panamax: The largest tanker that can travel through the Panama Canal. Aframax: Tankers using the AFRA (Average Freight Rate Assessment) method to calculate transportation costs. Suezmax: The largest tanker that can travel through the Suez Canal. Very Large Crude Carrier (VLCC) - ( average) 00-0 ( average) - ( average),0 -, (,0 average) Draft (ft) 0,000-0,000 0,000-0,000-0,000 00,000-0,000-00,000 00,000 -,000,000,000 -,000,000 - Ultra Large Crude Carrier,000 - up to up to,00,000,000 (ULCC) 0,000 0 Sources: Hayes 00; PLAMT 00. Note:. DWT (deadweight tons) measure the capacity for cargo; one DWT equals,0 pounds (one long ton). bbl = barrels (one barrel = U.S. gallons). 0 0 The limited depths at existing berths force many larger vessels to be lightered offshore. This process consists of the large vessel ( lightered vessel ) transferring a portion of its cargo to a smaller vessel ( lightering vessel ). The lightering vessel comes from the port empty, picks up cargo from the lightered vessel, returns to port to offload its cargo, then returns to the lightered vessel for another load; the lightered vessel may or may not come into port. In southern California, the transfer of cargo from the lightered to lightering vessel occurs approximately to 00 miles (0 to 0 km) offshore; and for safety and stability, both vessels remain unanchored and moving under their own power while the transfer of cargo occurs. The lightering process results in a larger number of smaller vessels calling at San Pedro Bay than would be required if channel/berth depths allowed larger vessels to call at existing berths. Currently five terminals close to Los Angeles (Figure - and Figure -; Table -) are capable of receiving crude oil: Berths -, -, and in the Port of Long Beach, Berths -0 in the Port of Los Angeles, and an offshore mooring facility off the coast of El Segundo in Santa Monica Bay. Outside of these facilities, the nearest U.S. terminals capable of receiving crude oil tankers are at the Port of Hueneme (Ventura County) and the San Francisco Bay Area. However, the Port of Hueneme can accommodate only barges, not tanker vessels, and is primarily designed to receive crude oil from offshore platforms. Oil arriving into the San Francisco Bay Area is refined within the area, and refineries in the Bay Area supply products to northern California, northern Nevada, and Oregon, including approximately percent of Oregon s refined products (CEC 00a). In addition, the Bay Area petroleum import infrastructure is also at or near capacity, and the maximum depth at berth available to tanker vessels is 0 feet Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

12 (CEC 00). Crude oil pipelines currently transport California crude oil from the San Joaquin Valley to the San Francisco Bay area and the Los Angeles Basin, but no pipelines transport crude oil into California from neighboring states or from Mexico.... Oil Supply and Demand As described above, Californians require mobility to conduct their everyday lives and attend to their business needs (CEC 00a). In the 00 IEPR the CEC recommends that California continue with improving critical petroleum product import infrastructure, particularly for crude oil, as well as related storage and onshore transportation facilities (CEC 00a; CEC 00b; CEC 00c). The proposed Project directly addresses part of this stated need. In, California received percent of its crude oil supplies from in-state production, percent from the Alaska North Slope (ANS), and percent from foreign sources. By 00, the situation had changed, with in-state production making up percent of crude oil processed by California refineries, ANS representing percent, and foreign sources contributing percent (CEC 00d). In addition, due to the limited refining capacity in California, the state must import ten percent of its refined blending components and finished gasoline and diesel to meet the growing demand (CEC 00a). The determinants of consumer demand for transportation fuels include population growth, real income growth, vehicle miles traveled (VMT), market penetration of hybrid and alternative-fuel vehicles, and the number of on-road registered vehicles in California, among other elements. The California Department of Finance (DOF) predicts that California s population and real per capita income will grow by a little over percent per year. More than million people live in California; the population is expected to grow to more than million by 00 and the population may increase to about 0 million residents by 00 (CEC 00a, CEC 00b, CEC 00c). From 00 to 00 the number of vehicles registered on California roads increased by about percent per year. Among the types of on-road vehicles, growth was fastest for hybrid vehicles, nearly doubling every year; however, as of 00 hybrids were still a small proportion, just 0. percent, of on-road registered vehicles (CEC 00c). The CEC transportation fuel demand model projects that VMT and the number of on-road registered vehicles in California will continue to increase through 00, even under conservative assumptions about greenhouse gas (GHG) regulations and high fuel prices. The CEC predicts that demand for on-road gasoline could decrease depending on GHG regulations and fuel prices; however, it predicts that demand for diesel and jet fuel will increase regardless of GHG regulations and fuel prices, resulting in a net increase in overall demand for transportation fuels within California (ranging from 0. percent per year with high fuel prices and GHG regulations, to. percent per year with low fuel prices and no GHG regulations; CEC 00c). (Appendix D provides additional details about transportation fuel demand predictions, including how recent GHG regulations are incorporated into demand projections.) - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

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14 Figure - Existing Conditions at the Proposed Project Site (color.x) - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

15 Table -. Existing Crude Oil Berths Near Los Angeles Basin Parameter LAHD -0 POLB - POLB - POLB El Segundo Mooring Crude oil discharged in 00 (million bbl) Average vessel calls per month Maximum length of docking vessel (ft) 0 00,000,,000 Maximum depth below MLLW (ft) Highest capacity tanker vessel (DWT) 0,000 0,000 0,000,000 0,000 Estimated highest capacity tanker vessel (bbl) 0,000,0,000,000,000,00,000,00,000 Year Built (latest major construction) () () Structural Assessment by CSLC Poor Good Good Good Good Primary Wharf Material wood n/a concrete, wood Operator ExxonMobil BP Tesoro BP Chevron Sources: CSLC 00a, 00b, 00c, 00d, 00e, 00f; Port of Long Beach 00. Notes: POLB = Port of Long Beach LAHD = Port of Los Angeles n/a = Not available. Estimated capacity of tanker vessels in bbl is based on converting DWT to bbl for light crude (API gravity of 0 degrees) (i.e.,. bbl per DWT).. CSLC recently assessed the structural integrity of California marine oil terminals as part of development of its new Marine Oil Terminal Engineering and Maintenance Standards (MOTEMS). The assessment is based on an inspection of conditions above the water line only. Good indicates that the structure appears to be in good condition and generally fit-for-purpose. Fair indicates the structure is probably fit-for-purpose, but upgrades would probably be required to protect the public health, safety and the environment. Poor indicates that the structure is probably not fit-for-purpose and will require major structural upgrades to facilitate the vessels currently calling at the wharf/pier (CSLC 00g). n/a n/a 0 With consumer demand for transportation fuels exceeding the capacity of refineries to produce those fuels as stated above, the state currently imports ten percent of its refined blending components and finished gasoline and diesel to meet consumer demand (CEC 00a) California s petroleum refineries continue to expand their distillation capacity (i.e., the amount of crude oil they are able to refine) as part of the normal process of doing business. This phenomenon, called refinery capacity creep, occurs as refineries make process improvements in order to expand the capacity of their crude oil distillation equipment (provided the expansion meets environmental guidelines and permitting requirements, and if it can be justified as having a sufficient economic return) (CEC 00b). Refinery capacity creep is a worldwide phenomenon: refinery capacity creep worldwide has averaged. percent per year since ; in the U.S., it has averaged about. percent. Compared to the rest of the U.S. and the world, refinery capacity creep in California has been relatively low in recent years, averaging 0. percent per year since (CEC 00b). Since consumer demand for transportation fuels exceeds the capacity of refineries to produce them, both statewide and in southern California specifically, the demand for Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

16 0 0 0 marine crude oil deliveries to southern California is essentially a function of two factors: the estimated rate of refinery distillation capacity increase (including refinery capacity creep as well as infrastructure improvement projects to increase refinery distillation capacity), and the estimated decline in California crude oil production. Baker & O Brien (00), consulting for PLAMT, have forecasted southern California s demand for marine deliveries of crude oil as a function of these two factors. Baker & O Brien assume a relatively high refinery capacity creep in early years, with lower refinery capacity creep in later years (. percent per year through 0, 0.0 percent per year for 0-0, and no change after 0). In addition, the Baker & O Brien (00) forecast takes into account an expected increase in refinery capacity in 0 due to a planned refinery expansion. This represents an additional gain of 0,000 bpd of refinery capacity. Baker & O Brien assume California production will decline at about. percent per year. Based on these assumptions, Baker & O Brien estimate that by 00, the demand for marine crude oil deliveries in southern California will increase by,000 bpd compared to 00. Figure provides a graphical summary of the Baker & O Brien projection.... Trend toward Larger Vessels Because no pipelines carry crude oil into California, by far the best method to deliver imported crude (including ANS crude) is by marine tanker vessels. (Theoretically, crude could be carried in rail cars or trucks, but in practice this would be cost prohibitive and would also result in greater environmental impacts; this issue is addressed further in Appendix D.) Companies prefer to use larger vessels for crude oil imports wherever possible, for two reasons. First, there are economies of scale for long-haul voyages such as from the Middle East. Second, since larger vessels generally have higher offload rates, large vessels at deep-water berths can offload more crude oil in a given period than small vessels at shallower berths. For example, a,000 DWT marine vessel that draws feet (. meters [m]) of water depth fully laden would carry a cargo of 0,000 bbl (Table -) and offload its cargo in approximately hours. A vessel of that size could be handled at any of the liquid bulk berths in the two ports. A,000 DWT VLCC tanker that draws feet (. m) of water fully laden could carry a cargo of up to about. million bbl (depending on the characteristics of the oil), and the applicant represents that such a vessel could offload its cargo in about to 0 hours (no operating berth in the San Pedro Bay ports can currently accommodate a vessel drawing that much water, however). Based on these estimates, it would take five smaller vessels a total of nearly five days to offload the same quantity of crude oil that a large vessel would offload in a little more than one day. In addition, it is worthwhile to note that larger tanker vessels burn less fuel per barrel of oil they carry, which means that they result in fewer vessel emissions per barrel delivered. (Section. Air Quality addresses vessel emissions in more detail.) - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

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18 Given the depths at existing berths in the Los Angeles Basin, vessels carrying more than approximately 00,000 bbl bound for Port of Long Beach Berths - or -, or LAHD Berths -0, must lighter cargo onto one or more vessels offshore, and vessels carrying more than about. million bbl bound for Port of Long Beach Berth must also lighter cargo onto smaller vessels offshore. With the shift toward more foreign imports, and especially from the Middle East, the economics of the crude oil industry will dictate a switch toward larger vessels. For instance, Baker & O Brien (00) project that whereas in 00 approximately percent of the vessels delivering crude oil to southern California were by VLCCs, and that VLCCs carried percent of the crude oil imported to southern California, in 0 about 0 percent of vessel calls will be by VLCCs and that they will carry almost half of the crude oil imported to southern California.... Inadequate Berthing Capacity The growing demand for water-borne imports of crude oil will result in increased offloading activities in the San Pedro Bay Ports. Baker & O Brien (00) do not specifically address the shortage of petroleum import infrastructure that will be necessary to support the increased offloading; however, the CEC has addressed this issue in recent IEPRs (CEC 00a, CEC 00b, CEC 00c, CEC 00b) as well as in a 00 report evaluating California s petroleum infrastructure (CEC 00). These reports indicate that infrastructure expansion is required to accommodate the projected increases. These reports also point out the potential for supply disruptions and higher and more prolonged price spikes due to the shortage of petroleum import infrastructure that California faces as it attempts to accommodate the growing need to import foreign crude oil by marine tankers. (Appendix D of this SEIS/SEIR provides additional information related to the potential for price volatility for consumer transportation fuels.) Some applicable sections of these reports are quoted below: Unplanned outages at in-state refineries or pipeline facilities quickly tighten gasoline and diesel supplies, creating price spikes. California is not connected by pipeline to other domestic refining centers, and in-state refiners cannot readily procure gasoline, diesel, and other blending components when outages occur. Relying on imports of petroleum and finished product coming into the constrained import infrastructure creates a market conducive to extreme price volatility. This contributes to higher and more prolonged price spikes, as has been experienced in recent years. (CEC 00a) The increasing load on the existing crude oil import facilities means that the diminishing spare import capacity could increase the risk of a significant fuel supply problem should one of the larger crude oil import terminals (such as Berth in Long Beach) be temporarily out of commission for an extended period of time. (CEC 00c) The crude oil import facilities of Southern California could not accommodate the large forecasted increase of imports and would require the construction of at least one large new crude oil import facility (CEC 00c). Existing marine infrastructure could be diminished as a result of continued pressure to remove petroleum facilities, especially in the Los Angeles Basin, and the requirements of new State Lands Commission standards for petroleum marine terminals. (CEC 00) - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

19 Over the next 0 years, California s infrastructure will require expansion in petroleum marine terminal capacity, marine storage, and the gathering pipelines that connect marine facilities and refineries to the main product pipelines. Most of the expansion in the marine terminal and marine storage capacity will be required in the Los Angeles Basin. (CEC 00) Without increasing the fuel supply by importing additional crude oil and transportation fuels, California will not only continue to experience supply disruptions and price spikes, but also supply shortages and prolonged and elevated prices, for gasoline fuels. (CEC 00b) The outlook for the next several years is that Very Large Crude Carrier (VLCC) (transporting one to two million barrels) use will need to double from an average of one to two ships per week due to greater reliance on foreign sources of crude oil. For this reason, additional infrastructure improvements for berthing facilities as well as crude oil storage tanks will need to be constructed. (CEC 00a) The CEC s latest reports underscore conclusions of earlier CEC reports as well (CEC 00a, 00b) in which the CEC linked fuel supply disruptions and price spikes to the lack of import infrastructure. Satisfying future demands will require major modifications to existing facilities and/or the construction of a new deep-water berth and tanks to receive the projected increase in imports. In doing so, supply disruptions and the associated retail transportation fuel price spikes that are projected by the CEC (e.g., CEC 00a) can be minimized. Currently, there are no developed berths in California with sufficient water depth to accommodate a fully loaded VLCC vessel carrying million or more bbl of cargo. The limited number of existing berths and the relatively shallow water depths at those berths are two major factors impacting future crude oil imports into southern California. Furthermore, over the last three decades, the number of operating berths used to offload crude oil for refineries in southern California has declined dramatically. In there were such berths, including eight at the Port, six at the Port of Long Beach, and two open-water crude oil unloading mooring locations outside the two harbors. At present there are only five: one at the Port, three at the Port of Long Beach, and one open-water mooring location. The existing berths and mooring location are shown in Figures - and -, and key characteristics are summarized in Table Need for Increased Crude Oil Tank Capacity Over the past years approximately million bbl of petroleum storage tank capacity has been removed from southern California (CEC 00a). CEC (00a) suggests that even as California develops and implements its alternative fuels plans under AB 00, the additional crude oil storage tank capacity necessary by 00 to meet California s storage requirements ranges from to million bbl. This estimate does not include additional storage tank capacity needed for refined products, including alternative fuels, which CEC estimates as ranging from. million to. million bbl (CEC 00a). The need for increased crude oil storage tank capacity is driven by several factors, including the need to reduce supply disruptions in consideration of longer ocean voyages Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

20 0 0 0 for import tankers; the need to offload larger cargo volumes; and the need to accommodate multiple customers and types of crude oil. These factors are described below. Additional Tanks to Reduce Supply Disruptions. The replacement crude oil for declining Alaska and California crude oil supplies will arrive on marine tankers from foreign crude sources that are increasingly distant from southern California refineries. The transit time to Los Angeles for Alaskan and South American crude oil is typically to 0 days and is generally much more predictable than a longer transit. The average transit time from the Middle East is days and much less predictable. With crude oil arriving on vessels whose arrival date is less predictable, refiners will need to be able to store larger volumes in order to minimize supply interruptions. Additional Tanks to Offload Increasingly Larger Cargo Volumes. As more crude oil is imported from the Middle East and other foreign sources, larger tankers will arrive at southern California ports. As cargo volumes increase, it will become necessary to increase the capacity of the tanks used to store the cargo during and immediately after offloading. Recent CEC reports support the need to construct additional crude oil tank capacity: Additional storage tank capacity necessary to meet California s product storage requirements by 00 ranges from. million to. million barrels and the additional crude oil storage capacity needed ranges from five to million barrels. California must prepare for this range of additional storage capacity even as it develops and implements its alternative fuels plans under AB 00. Additional infrastructure will be necessary to meet California s transportation requirements, even with alternative fuels meeting a greater percentage of those requirements. (CEC 00a) The outlook for the next several years is that VLCC use will need to double from an average of one to two ships per week due to greater reliance on foreign sources of crude oil. For this reason, additional infrastructure improvements for berthing facilities, as well as crude oil storage tanks will need to be constructed. (CEC 00a) Supplies for Multiple Customers and Multiple Crude Types. Local refineries optimize their supply by looking for crude oil that matches the specifications that best fit their processing units. Furthermore, because customers use different types of crude oil and need to keep the specifications of the crude oil within certain ranges, extra tanks are needed to segregate incoming crude oil types even when tank capacities are not fully utilized. In addition, third-party tank facilities often use multiple tanks for the same type of crude, even when tank capacities are not fully utilized, in order to track ownership by volume and to maintain accurate crude oil custody records. The practices of maintaining crude supplies within specified ranges and tracking crude oil custody will continue to contribute to the need for additional crude oil tanks in the near term. -0 Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

21 Existing Conditions... Regional Context The Port consists of miles of waterfront, approximately 00 commercial berths, and,00 acres of land and water. The Port is administered under the California Tidelands Trust Act of by the LAHD. The LAHD is chartered to develop and operate the Port to benefit maritime uses, and it functions as a landlord by leasing Port properties to more than 00 tenants. The Port contains major cargo terminals, including facilities to handle automobiles, containers, dry bulk products, liquid bulk products and cruise ships as well as extensive transportation infrastructure for cargo movement by truck and rail. The Port accommodates commercial fishing, canneries, shipyards, and boat repair yards; provides slips for,000 pleasure craft, sport fishing boats, and charter vessels; and supports community and educational facilities such as a public swimming beach, the Boy/Girl Scout Camp, the Cabrillo Marine Aquarium, and the Maritime Museum.... Project Setting The proposed Project (marine terminal and tank farms) would be located on Pier 00 and Pier 00 in the Port. The Marine Terminal site and Tank Farm Sites and are in the Terminal Island/Seaward Extension Planning Area of the Port (as identified in the Port Master Plan or PMP). Pier 00 is a man-made peninsula in the southeasterly portion of the Port, bordered on the east by the Port of Long Beach s Outer Harbor and on the south and west by the Port s Outer Harbor. The Pier 00 Container Terminal and the U.S. Coast Guard (USCG) Base and adjacent federal prison are located across the harbor waters to the north and west of Pier 00, respectively (Figure -). The proposed Tank Farm Site on Pier 00 is the area adjacent to the Seaside Avenue/Navy Way and Reeves Avenue/Navy Way intersections (Figure -). Portions of the pipeline route, and the termini of the new pipelines at the Ultramar/Valero Refinery and connections into other Plains pipeline systems, would extend outside of Port-controlled property. Most of the portions outside the Port would be within property owned by the Ultramar/Valero refinery or within road or railway rights-of-way in the City of Los Angeles; a small portion would be within the City of Long Beach. PLAMT would acquire new entitlements or any amendments to existing entitlements, as needed, for pipelines that traverse off-port areas.... Project Sites and Surrounding Uses... Marine Terminal Site The proposed Marine Terminal portion of the proposed Project would be located on vacant land on the western side (Face C, Berth 0) and southern side (Face D) of Pier 00 in the Terminal Island/Seaward Extension Planning Area of the Port (as identified in the PMP). The APM Container Terminal (Maersk-Sealand) is located to the north and east of the proposed Marine Terminal. Waters of the Los Angeles Outer Harbor are adjacent to both faces on the west and south sides. Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

22 Tank Farm Sites Pier 00 Site (Tank Farm Site ) Tank Farm Site would be located on the southern side (Face D) of Pier 00. Tank Farm Site is 0. acres (. ha) and is currently vacant, unpaved, and ungraded. The site is owned by the LAHD and is adjacent to the APM Terminal to the north and west, a California Least Tern nesting preserve to the east, and the Los Angeles Harbor to the south and west. Terminal Island Site (Tank Farm Site ) Tank Farm Site would be located on approximately. acres (. ha) south of Seaside Avenue and west of Terminal Way. In the late 0s, the Los Angeles Export Terminal, Inc. (LAXT) was constructed on the site as a dry bulk terminal, including structures for the handling and export of petroleum coke. However, LAHD now has full jurisdiction over the site, and LAXT no longer has any entitlement to the site. Under a separate project, the LAHD is in the process of demolishing all above and below ground structures within the existing rail tracks loop; the existing rail tracks will continue to operate. The future use of the site is expected to be for liquid bulk storage (either for the proposed Project or alternative or for some future, as yet unknown, project).... Pipeline Routes and Pigging Station Site The general locations of each of the pipeline routes are shown in Figure -. Detailed route descriptions for each pipeline, including additional figures, are provided in Section... In general, the pipelines would traverse land use areas of the Port that have been used for industrial, port-related activity or military activity. A few exceptions would occur where small portions of the pipeline routes cross private property on the Valero/Ultramar Wilmington Refinery site and a California Department of Transportation (CalTrans) right of way east of the refinery. Most of the pipelines would - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

23 CONOCO/PHILLIPS REFINERY PACIFIC COAST HWY. Air Products Facility LONG BEACH FWY. LOS ANGELES RIVER WILMINGTON ANAHEIM ST. HARRY BRIDGES BLVD. Banning s Landing HENRY FORD AVE. TERMINAL ISLAND FWY. VALERO REFINERY PORT OF LOS ANGELES PORT PORT OF OF LONG LONG BEACH BEACH 0 WEST BASIN EAST BASIN CERRITOS CHANNEL OCEAN BLVD. 0 MORMON ISLAND TERMINAL ISLAND TURNING BASIN EXXONMOBIL SOUTHWEST TERMINAL TERMINAL WY. FERRY ST. SEASIDE AVE. NAVY TERMINAL WY. WAY PIER 00 SHALLOW WATER HABITAT WEST BASIN Seaplane Lagoon FISH HARBOR PIER 00 U.S. Coast Guard Base SAN PEDRO LOS ANGELES MAIN CHANNEL U.S. Federal Prison PIER 00 TURNING BASIN PIER 00 LONG BEACH OUTER HARBOR LOS ANGELES HARBOR CABRILLO SHALLOW WATER HABITAT ANGELS GATE Least Tern Preserve PACIFIC OCEAN LEGEND CITY BOUNDARIES Scale 0.0 Mile N Figure -. Existing Conditions at the Proposed Project Site

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25 be located in existing rights-of-way such as roadway routes, and pipelines north of Mormon Island would primarily be directionally drilled at varying depths. The pipelines near Banning s Landing would be directionally drilled and would be approximately 0 feet underground at that location. The proposed Project includes a new pig launching station ( pigs are mechanical devices used to clean and inspect pipelines; a pig launching station is a point on a pipeline at which pigs can be inserted into and removed from the pipeline), called Site A, which encompasses about. acres (0. ha) and would be located directly west of Henry Ford Avenue, west of the Air Products facility. This site would be used as a transition point for connections to an existing -inch diameter pipeline owned by Plains that extends to the ConocoPhillips Carson Refinery (the connection to the existing Plains pipeline would be made via Proposed Pipeline Segment ) and a new -inch diameter pipeline (Proposed Pipeline Segment ) that extends to the Valero/Ultramar Wilmington Refinery and Valero Refineries, as well as connections to existing pipeline systems owned by Plains on the east side of the Terminal Island Freeway. Site A could be unavailable at the time of proposed Project construction, as some of the site is included for potential development as an alternative in the Schuyler Heim Bridge Replacement and SR- Expressway Project (CalTrans 00). Should Site A be unavailable, the new pigging station would be sited at Site B. Site B would encompass approximately 0. acres (0. ha) and would be located directly east of Henry Ford Avenue, south of Anaheim Street, and west of the Air Products facility. Site B would be used as a transition point for connections to the same set of new and existing pipelines as noted above for Site A. Section... provides more information about pipeline routes including how the routes would differ if Site B were used in lieu of Site A.... Historic Use of Project Sites Pier 00, where the Marine Terminal and Tank Farm Site would be located, was created in the early 0s by placement of dredged material from the Deep Draft Navigation Improvements project (USACE and LAHD ). There is no historic use of the Marine Terminal or Tank Farm sites both have been vacant since the creation of Pier 00. In the 0s the City of Los Angeles constructed Allen Airfield on the proposed Tank Farm Site and land to the southwest. From until the early 0s the area was used by the U.S. Navy, first for beaching floatplanes for maintenance checks at Allen Airfield and later for general storage and support for the Naval Station. Later, the filming company Reel to Reel had an office there. In, as part of the Pier 00 Container Terminal project, the Tank Farm Site area was designated for use as a dry bulk facility. That facility was operated until recently. Under a separate project, the LAHD is now in the process of demolishing the dry-bulk handling facilities on the site. In general, the pipelines would pass under areas of the Port that have been used for industrial port-related activity, military activity, or private industrial uses such as refineries. The portion of the route on Pier 00 would be located in a right of way designated, but not previously used, for pipelines. Most of the new pipelines would be located in existing rightsof-way, such as roadway and railway routes, whose uses have not changed since the area was developed. Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

26 Project Purpose The overall purpose of the proposed Project is to help accommodate the projected increase in demand for foreign crude oil to be imported into southern California while mitigating the impacts of that activity on the local environment and the Los Angeles region through adoption of all feasible mitigation measures and by implementing the San Pedro Bay Ports Clean Air Action Plan (CAAP). This purpose requires completing the environmental documentation to assess potential impacts of the proposed improvements (the proposed Project) and feasible alternatives. The U.S. Army Corps of Engineers (USACE) and the LAHD base the need for the proposed Project on the following four current conditions: () the need to accommodate increasing foreign crude oil imports to offset declining domestic production; () a trend toward larger vessels and larger cargo sizes; () a projected shortfall in crude oil vessel berthing capacity at the San Pedro Bay Ports; and () increased need for crude oil tank capacity for efficient offloading of vessels at berth. Each of these needs is discussed in detail in Section... of this SEIS/SEIR.... CEQA Project Objectives To establish and maximize the Port s crude oil handling efficiency and capacity, the following key Project objectives must be accomplished: Construct a crude oil marine terminal capable of accommodating deep-draft VLCC tankers, i.e., tankers up to,000 DWT or,00,000-bbl capacity and construct associated infrastructure capacity that would efficiently accommodate a portion of the forecasted increases in demand for crude oil to be shipped to southern California by sea, while maximizing the use of deep-water facilities created for the purpose by the Deep-Draft Navigation Improvements Project and integrating into the Port s overall utilization of available shoreline. The project objective would be accomplished by: o Providing needed crude oil marine terminal accessory buildings and structures to support efficient crude oil unloading and handling requirements; o Providing unloading capabilities to promote direct transfer of crude oil from ship to pipeline; and o Providing access to land-based tanks and new and existing pipeline systems to transport crude oil to refineries for processing.... NEPA Purpose and Need The discussion of future crude oil demand and the need for additional facilities to accommodate that demand presented in Section... of this SEIS/SEIR form the basis for the NEPA purpose and need. As discussed, the proposed Project would meet a public need for infrastructure development for the importation of crude oil. Per NEPA, the purpose of the proposed Project is to construct a crude oil marine terminal on Pier 00 at Berth 0, and related transfer facilities, to receive, store, and convey part of the - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

27 forecasted increases in the volume of crude oil that will be shipped to southern California by sea. The USACE project purpose and need includes the following objectives: Construct and operate a crude oil terminal that maximizes the use of available shoreline and the existing deep-draft waterways created for the purpose by the Deep-Draft Navigation Improvements Project; Construct sufficient berthing and infrastructure capacity to accommodate a portion of the foreseeable volumes of crude oil expected to enter southern California from foreign sources and to ensure the efficient offloading of VLCCs; Provide the terminal accessory buildings and structures to support the anticipated crude oil handling requirements. Pursuant to the Clean Water Act (CWA) Section 0(b)() Guidelines, the basic purpose is importation of crude oil; and the overall purpose of the proposed Project is to construct a crude oil marine terminal on Pier 00 at Berth 0, and related transfer facilities, to receive, store, and convey part of the forecasted increases in the volume of crude oil that will be shipped to southern California by sea... Proposed Project... Project Elements The three principal elements of the proposed Project are the marine terminal, the tank farms, and the pipelines. The two principal activities that would take place are: () construction of the Project and () operation of the Project. Elements common to all of the construction activities would include: testing and inspection, scheduling, labor force management, equipment and materials, staging and storage areas, equipment transportation, utility and services requirements, and demolition of existing structures. Project operations would consist of four primary activities: tanker vessel operations, marine terminal operations, tank farm operations, and pipeline operations. Other elements of the Project specific to the operations phase would include: start-up procedures; emergency response procedures; and a number of common features such as site access and security, system control and safety features, storm water management, waste handling, lighting, and testing and inspection. The capital cost of the proposed Project is estimated to be $00 million for the landside terminal elements, pipelines, and storage facilities. The wharf, utilities, and walkway would be designed and constructed by the Port; the total capital cost of those elements is estimated to be $0 to $ million. The application for the proposed Project includes commitments to several features that will help to reduce and offset air pollution emissions. In addition, the project includes the acquisition of a permit from the SCAQMD for operation that would include emissions caps and a requirement to purchase Emissions Reduction Credits (ERCs), as explained below. However, for analysis purposes in this document, the number of vessel Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

28 calls and the throughput considered in this document are not constrained by emissions caps nor does the air quality analysis incorporate either caps or ERCs. The features summarized below are taken into consideration in the environmental analysis (note, however, that implementation of some features is included as mitigation measures in order to provide tracking and enforcement mechanisms for their implementation). A full discussion of emissions reduction mitigation measures can be found in Section., Air Quality. Mandatory Vessel Speed Reduction. All vessels would be required to slow to knots at a distance of 0 nautical miles (nm) from the Port in order to reduce main engine emissions. This requirement would implement CAAP Measure OGV and is included as an enforceable mitigation measure. Fuel Replacement. PLAMT proposes a fuel replacement strategy that would require use of marine diesel oil (MDO), a fuel with a worldwide average sulfur content of approximately 0. percent, rather than heavy fuel oil (HFO) (see Section.. of the Draft SEIS/SEIR) in the auxiliary engines and boilers when inbound to the Port starting at a point 0 nm from the berth. Upon arrival at the berth, the vessel would be refueled with a locally available MGO (a fuel with 0.0 percent sulfur content that is available in the local market). The resulting blended fuel would be a distillate with an estimated average sulfur content of 0. percent. While at berth and during transit away from the Port (to the 0 nm point), the vessel would use the 0. percent sulfur distillate blend in auxiliary engines and boilers. Using MDO inbound and a blended marine gas oil (MGO)/MDO distillate outbound in the auxiliary engines and boilers would reduce emissions of nitrogen oxides (NO x ), sulfur oxides (SO x ), and particulate matter (PM) compared to residual fuel (i.e., HFO). This project design feature assumes that lowsulfur MGO fuels would continue to be readily available at the start of project operation. MGO would be delivered to the,000-bbl tank at Tank Farm Site by a barge that would originate from other liquid bulk terminals at the Port or the Port of Long Beach. This requirement would implement CAAP Measure OGV and OGV and is included as an enforceable mitigation measure. Shore-Side Electric Pumps. Crude oil tankers typically offload their cargo using onboard boilers to provide power to pump the cargo out of the vessel and into shoreside tanks in this case, potentially as far as Tank Farm. Consistent with CAAP Measure OGV, the proposed Project would include electrical shore-side pumps to move the cargo inland from Tank Farm Site, and the vessel s boilers would only be used to offload the cargo to the shore-side tanks at Tank Farm Site. This practice would greatly reduce emissions from the combustion of MGO in vessel boilers by reducing boiler load and the amount of fuel combusted. This was considered a design element of the project. Dock-side Emissions Reductions. The CAAP focuses on reducing emissions from vessels docked at the Port by allowing vessels to plug in and utilize electricity generated by onshore sources rather than using onboard diesel-fueled generators. This practice, termed alternative marine power (AMP) at the Port, is described in Section... in the Final SEIS/SEIR (Section... in the Draft SEIS/SEIR). The Port would build the infrastructure (i.e., pile supported platform) necessary to support AMP as an element of the proposed Project. However, the implementation of AMP would be a mitigation measure. For more details of the AMP support infrastructure and construction and operations, see Section... and Section.. This requirement - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

29 would implement CAAP Measure OGV and is included as an enforceable mitigation measure. Subject to the requirements summarized in Section. (Mitigation Measure (MM) AQ- and MM AQ-0), another technology for emissions reduction may eventually be used as an alternative to AMP. One such technology is the Advanced Cleanup Technologies, Inc. (ACTI) new Advanced Maritime Emissions Control System (AMECS). The AMECS system involves a bonnet, which for the maritime version would be fitted over a ship s exhaust stack, and uses a series of scrubber processes to remove harmful compounds. To facilitate its eventual implementation should AMECS be determined to be usable at Berth 0, the proposed Project includes construction of the support infrastructure for AMECS (i.e., a pile-supported platform and approach). More details about the AMECS, its evaluation for inclusion in the proposed Project, and its potential for eventual use at Berth 0 are provided in Section... of the Final SEIS/SEIR and MM AQ- and MM AQ-0 in Section.. Installation of AMECS would require separate environmental analysis if added in the future. Emission Reduction Credits. As a condition of obtaining SCAQMD permits to construct and operate the proposed Project, PLAMT would be required to purchase emission offsets at a ratio of. credits to pound of calculated emissions in order to offset certain vessel emissions as well as certain land-based equipment, such as offloading arms, tanks, and vapor destruction units. Section... describes the nature of the requirement and credits in more detail; however, the air quality analysis presented in Section. does not include any emission reductions from purchase of such credits.... Facility Design and Configuration... Marine Terminal The Marine Terminal would be built on a -acre ( ha) parcel located at Berth 0 on the southwest portion of Pier 00 (Figure -). Table - summarizes the facilities that would or might be constructed for the Pier 00 Marine Terminal. Berth 0 s current water depth of feet (. m) below MLLW would remain unchanged. Berth structures would be designed and constructed by the LAHD Engineering Division to accommodate VLCC tankers up to a length of,00 feet ( m) and a beam of 00 feet ( m). The berth would be designed to offload crude oil at up to,000 barrels per hour (bph). Governing Codes and Standards. The engineering and design for the marine terminal at Berth 0 would be based primarily on the Marine Oil Terminal Engineering and Maintenance Standards, (MOTEMS) Chapter F, Title, Part California Code of Regulations, promulgated by the California State Lands Commission (CSLC) (CSLC 00). These regulations were adopted by the CSLC and are the most advanced of their kind. The Port of Los Angeles Code for Seismic Design, Upgrade and Repair of Container Wharves (//00) would supersede MOTEMS, in case of conflict, only if proven to be more severe or restrictive. This is to ensure a conservative design approach compatible with both codes. Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

30 0 0 0 In addition to MOTEMS and the Port s code, the new facility would be designed in accordance with all other appropriate recognized engineering, safety, and seismic hazard design standards, including those listed below. The most severe or restrictive design code in effect at the time would apply. Details of the facility design, including general specifications, standards, and dimensions, are included in Appendix E of the Draft SEIS/SEIR. In-Water Structures. The berth would include an unloading platform; breasting dolphin platforms; a mooring and fendering system; and north and south trestles with roadways, pipeways, walkways, a floating utility boat dock, and a gangway tower; a platform to support the AMP facilities and another to support the AMECS facility. The berth would also include six mooring dolphins with quick release hooks and power capstans, an electric motor-driven derrick cargo crane, a davit crane (boat lowering crane),,000 feet (, m) of spill boom storage, a foam-based remotely operated firefighting system, low-impact area lighting systems, cathodic protection corrosion prevention systems, and navigational lighting systems. Steel and concrete piles would be required to support in-water components of the berth platform, including mooring dolphins, breasting dolphins, the unloading platform, walkways, and other components. Proposed Project components (including the AMP and AMECS platforms) would require approximately piles in water ( steel and concrete). The concrete piles would be -inch diameter, and the steel piles would be a combination of -inch and -inch diameter. (The proposed Project would also require concrete piles to be driven on land in the marine terminal area.) The berth structures would be designed to support piping for crude oil, MGO vessel fuel, potable water, firewater, instrument air, fuel, and storm water, as well as the conduit, cable trays, wiring, instrumentation and controls, grounding systems, and other facilities associated with the various dock-mounted systems. The deck and gangways would be contained by a six-inch-high berm; storm water would drain to a sump below the deck. The connection between the ship and the terminal for transferring crude oil and vessel fuel would be a hard-pipe flexible system commonly referred to as an offloading arm. The dock structure would include four crude oil offloading arms and one vessel fuel loading and offloading arm, with the associated control equipment and electric motors. The arms, which are approximately 0 feet high, would be designed to rotate more than 0 degrees to allow for the movement of the vessel from both cargo operations and wave and current effects. A fixed control station for the offloading arms would be constructed in a strategic location for good visibility during connection and disconnection, and wireless handheld control stations would also be provided. The unloading arms would be equipped with Quick Connect/Disconnect Couplers (QC/QDs) at the manifold. -0 Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

31 Figure - Face C of the Proposed Crude Oil Marine Terminal on Pier 00 (b/w) Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

32 Table -. Operational Details and Physical Elements of the Berth 0 Marine Terminal Parcel Size Berth Depth Berth Height Component Design Vessel Size Berth and Offshore Structures Offloading Arms Expected Offload Rate (Crude Oil) Expected Onload Rate (MGO) Pumping Equipment Buildings Fire-fighting System Lighting Process oil recovery system Oil Spill Containment System Storm Water System Parking Site Security AMP Platform.0 acres (.0 ha) feet (. m) at MLLW feet (. m) above MLLW Description,000 DWT,,00 feet ( m) long, 00 feet ( m) wide Mooring dolphins with quick release hooks and powered capstans, breasting dolphins with unit fenders, firefighting system, unloading platform, north and south trestles, and walkways. Four vessel offloading arms and one fuel loading and offloading arm. 0,000 to,000 barrels per hour (bph),00 bph Shore-side assist cargo offloading pumps and dock-side oil stripping pumps for vacating the offloading arms and dock piping. Terminal Security Office and Dock-Side Marine Terminal Control Building Firewater main, foam storage tanks and mixing skids, fire monitors, hose reels, portable extinguishers, fire detection system, electric-driven firewater pump, diesel firewater pump, and seawater intake system Terminal lighting designed to minimize glare from the property and navigation lighting to define limits of the dock Sumps with sump pumps, piping, and controls Spill Boom Launch Boat, Spill Boom Reels, Remote spill recovery boom storage and launch facilities, and Concrete-curbed platforms and equipment foundations Storm Water Collection and Transportation to the site tank farm for treatment and discharge Near Berth Perimeter security fence, -hour guard service, cameras with local or remote monitoring and control, perimeter security system Pile-supported platform at the south end of the berth to accommodate the AMP electrical connection system. AMECS Platform Pile-supported platform to support the AMECS crane, should this alternative emissions control system eventually be used. Note:. AMP is a mitigation measure and AMECS represents a potential future environmental measure; the piles to support the required infrastructure are part of the proposed Project. See Section... for additional information about the nature of these measures as components of the proposed Project. Lighting would be designed to local City of Los Angeles, LAHD, and USCG requirements. The unloading platform would have a variety of lights, including an 0- foot (.-m) high tower to sufficiently light the offloading arms and lower deck level lights to illuminate the equipment and piping in specific areas where additional light is required, or where equipment would shadow the tower lighting. The fixtures selected for this area and throughout the Project areas would have refractors and corresponding photometric light curves designed with the goal of minimizing the spillage of any light from the property or to the surface of the water. The tower would have from four to eight - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

33 watt fixtures, based on needs determined by lighting calculations. If an AMECS or other similar emission control facility is eventually installed, appropriate lighting would be required; however, such lighting is not part of the proposed Project. Landside Structures. Two buildings are proposed for construction at the Marine Terminal. These will both be certified in the Leadership in Energy and Environmental Design (LEED) standards established by the U.S. Green Building Council: Terminal Control Building: The Terminal Control building would be an approximately,000-square foot (sq ft) (-square meter [sq m]), single or two-story building that would provide space for the terminal operator and company personnel associated with the operation of the Marine Terminal, the tank farm distribution system, and the terminal security system. The control building would also house the motor control centers for the offloading arms, restroom and locker facilities for the operators and visitors, and monitoring and control equipment for the offloading arms, stripping pumps, valves, fire detection and firefighting systems, and storm water management system. Security Building: The Security Building would be single-story, and have a footprint of approximately,00 sq ft (0 sq m). The building would provide space for the terminal security personnel and site monitoring equipment. The administration building located at the marine terminal in the Draft SEIS/SEIR has been moved to Tank Farm as described in Section... Other landside elements of the Marine Terminal would include a fire-fighting system, pumping systems for oil and water, and the electrical system. The fire-fighting system would be designed to meet applicable fire codes. Two firewater pumps, one electricpowered and one diesel-powered, would be installed at the Marine Terminal to serve both the berth and Tank Farm Site. A seawater intake system would be provided at the berth as required by the Los Angeles Fire Department. Two gallon-per-minute (gpm) dockside stripping pumps for crude and two 0 gpm dockside stripping pumps for fuel, along with associated piping, would be provided to empty the offloading arms after each transfer. Two contact water pumps for drawing storm water from the sump under the deck would also be provided. The proposed Marine Terminal would also include. kilovolt (kv) electrical transmission service, provided by Los Angeles Department of Water and Power (LADWP), electrical switch gear and motor control centers; power and control conduits and cables; terminal and building lighting systems; terminal grounding system; and miscellaneous associated electrical equipment. This equipment would be necessary to power the electric shore side pumps, provide general facility load, and to accommodate potential future electrical loads associated with the AMP system. The structural elements of the Marine Terminal would be designed for a service life of 0 years, with no significant maintenance to structural elements due to deterioration during the first years. Equipment such as unloading arms, pumps, and generators would be designed for a service life of at least 0 years, consistent with the term of the proposed lease. However, routine maintenance activities, cathodic protection systems, Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

34 and a thorough inspection and repair program would be expected to extend the actual service life well beyond the design life. Prior to the start of construction, the terminal operator would submit for Port review and approval a landscape plan for areas within the terminal and adjacent to the Tank Farm Sites where it is feasible and appropriate to install vegetation as an amenity, as well as a color scheme for the terminal and tank farm structures, with the design objective being to choose hues that would add visual interest to the terminal and tank farm and that are also compatible with the landscape plan. The landscape plan would conform to applicable City of Los Angeles guidelines, including features to minimize GHG production and water consumption. Dockside Emissions Control. The Marine Terminal would be equipped with the Alternative Maritime Power (AMP) system, which is a system developed by the Port to reduce dockside air emissions. The AMP system would allow vessels to plug in and utilize electricity generated by onshore sources rather than using onboard diesel-fueled generators to produce the electricity needed for vessel hoteling and auxiliary engine operations during vessel unloading. The use of AMP would constitute an air quality mitigation measure (see Section.) rather than a feature of the proposed Project. However, the construction of the platform on the berthing structure that would support AMP as well as conduits, utility connections, and general infrastructure needed for operation of an AMP system would be installed as part of the proposed Project during construction of the Marine Terminal. The power substation and dockside cable handling gear would be constructed separately, in order that the tenant would comply in a timely manner with Mitigation Measure AQ-, which would require phased-in control of dockside emissions. Compliance with Mitigation Measure AQ-, like other mitigation measures identified in this document, would be mandated under the terms of the lease for the proposed Project. These elements, therefore, are considered part of the AMP implementation and thus part of the dockside emission control mitigation measure, rather than part of the proposed Project. (Section.. of the Draft SEIS/SEIR has additional information about AMP implementation at the Port.) However, according to the CAAP Technical Report, AMP is best suited for vessels that make multiple calls per year, require a significant demand at berth, and will continue to call at the same berth for multiple years. Implementing AMP requires extensive infrastructure improvements onboard vessels that would use the system as well as on the terminal side for supplying the appropriate level of conditioned electrical power supply (LAHD and Port of Long Beach 00). Most of the tankers that would call at Berth 0 would not make multiple calls per year and may not call at the berth for several years at a time. In addition, retrofitted tankers would use AMP to replace only auxiliary engine emissions (not boiler emissions) due to engineering constraints. For these reasons, AMP may not be the most cost-effective strategy for complying with the dockside emissions control mitigation measure. This conclusion was also reached in the CAAP Technical Report, which noted that AMP would not necessarily be the best control approach for tankers (LAHD and Port of Long Beach 00). Accordingly, PLAMT has committed to evaluating AMECS and considering its application to the proposed Project. PLAMT has indicated that it anticipates that AMECS technology may eventually prove feasible and cost-effective as an alternative to AMP for some or all vessels calling at the - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

35 proposed Project to comply with dockside emissions control mitigation. Parts of an AMECS system have been tested as part of a pilot project at the Port of Long Beach that is focused on vessels carrying dry bulk, break bulk, and roll-on/roll-off cargo (Port of Long Beach 00). However, at this time, the full system has not been tested on any vessel. In addition, the application of AMECS to crude oil tankers raises more technical challenges than those associated with container vessels and bulk vessels, which do not use boilers in the off-loading of their cargo. The boilers on board tankers that are used for cargo offloading are quite large, and the addition of boiler combustion stack gases into the AMECS collection and treatment system will increase the volume of gas handled by - times, resulting in significant scale-up challenges both in gas handling (e.g., ducts and fans) and gas treatment (e.g., scrubbers, selective catalytic reduction systems, and heat exchangers). Accordingly, the lead agencies cannot at this time conclude that AMECS provides a feasible means of achieving required dockside emissions control mitigation. Nevertheless, Mitigation Measure AQ- has been revised to provide that the Port of Los Angeles may permit the tenant to install and implement an AMECS system as an alternative means of complying with dockside emissions control mitigation requirements, either in combination with or in place of AMP, providing that the Port first finds, based on environmental review, that AMECS would feasibly control dockside emissions at least as effectively as AMP. To allow for this potential future approval of AMECS as an alternative means of complying with the dockside emissions control mitigation measure, the proposed Project also includes the construction of a platform that could support an AMECS vessel emission control system. However, aside from the AMECS support platform, no other infrastructure for the AMECS is included as part of the proposed Project. Inspection and Maintenance Considerations. The structural elements of the Marine Terminal would be designed such that all components would be accessible, to the extent practical, for normal inspection and maintenance and for inspection and repair following a significant loading event such as a vessel impact or earthquake. Structural elements that would be avoided include buried tie-back anchors and buried piles. In addition, equipment installed on the various structures would be positioned to allow for ease of access to facilitate inspection.... Tank Farms The detailed layout for Tank Farm Site is shown in Figure -, and for Tank Farm Site is shown in Figure -0 (note that the revised figure for Tank Farm Site includes the Administration Building, which was to be at the Marine Terminal in the Draft SEIS/SEIR). Table - also contains characteristics of each tank farm site. The two tank farms would have a total tankage of.0 million bbl of storage capacity, in addition to a 0,000 bbl surge tank and a,000 MGO tank that would provide MGO to vessels using the marine terminal. Both tank farms would include sound walls and manifolds; most piping within the tank farms would be belowground. Note that storm water management at the tank farm sites is described in Section... Shore-Side Electric Pumps. Electric pumps would be installed at Tank Farm Site for pumping cargo inland from Tank Farm Site. Because of the use of shore-side electric Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

36 0 pumps, the vessel s boiler-fired pumps would pump oil only from the cargo holds over the rail to Tank Farm Site. The shore side electric pumps would move the oil from that point inland. Tankage. The proposed Tank Farm Site would include two 0,000-bbl internal floating roof tanks, one internal floating roof 0,000-bbl working capacity offload/backflush tank (surge tank), and one,000-bbl storage tank MGO. The 0,000-bbl tank (and both 0,000-bbl tanks) would be designed to receive direct offloads of crude oil from vessels at maximum offload rates, thereby allowing for smooth operation of the shore-side pumps. The tanks at proposed Tank Farm Site would all be internalfloating-roof 0,000-bbl tanks for temporary storage and transfer of crude oil and partially refined crude oil. All tanks would utilize Best Available Control Technology (BACT) and be BACTcompliant as required by the SCAQMD. BACT is the most stringent emission limitation or control technique that has been achieved in practice or is considered to be technologically feasible (SCAQMD Rule 0 (h)). Each tank would have a fixed roof in addition to the internal floating roof. The floating roofs control emissions by covering the crude oil, thus preventing vapors from forming. As required by SCAQMD rules, the internal floating roofs would be equipped with primary and secondary seals around their perimeters. - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

37 Figure - Proposed Tank Farm Site (pier 00 Tank Farm) (bw) Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

38 Figure - Proposed Tank Farm Site (Terminal Island Tank Farm) Bw - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

39 Component Table -. Tank Farm Site Descriptions Tank Farm Site (Pier 00 Tank Farm Site) Parcel size 0. acres (. ha). acres (. ha) Crude oil tanks Other liquid tanks Tank vapor recovery Pumping equipment Pipeline pigging facilities Buildings Parking Fire-fighting system Sanitary sewer connection Site security Site lighting Storm water system Two 0,000-bbl tanks (internal floating roof) One 0,000-bbl crude oil surge tank (internal floating roof) One,000-bbl MGO storage tank Tank Farm Site (Terminal Island Tank Farm Site) Fourteen 0,000-bbl tanks (internal floating roof) None Both Sites: Vapor holding tank, vapor blower, and thermal oxidizer Crude oil transfer pumps, variable frequency drives, mixing pumps, and sump pumps Motor Control Building For operator office/control building Either sites (Site A or Site B): Pipeline scraper traps Firewater main, foam storage tanks and proportioning skids, fire monitors, electric motor-driven firewater pump, diesel firewater pump and back-up sea water pumps Crude oil transfer pumps, tank proportioning pumps, and sump pumps Two buildings: one Administration Building, and one building to house Motor Control Center, Tank Farm Operator Office, and Control Center For control building, tank farm operations, and security and maintenance vehicles Firewater main, foam storage tanks and proportioning skids, fire monitors, electric motor-driven firewater pump, diesel firewater pump Both sites: Existing LA Department of Sanitation sewer system Perimeter Security Fence, -hour Guard Service, Cameras with local or remote monitoring and control, and Perimeter Security System with remote monitoring and alarm notification Perimeter Security Fence, Cameras with local or remote monitoring and control, and Perimeter Security System Both sites: As required for safe operation, in accordance with City of Los Angeles Building Codes and USCG requirements (described in detail in Section. Aesthetics). Both sites: storm water collection, treatment, and discharge system 0 Tank farms would be equipped with a tank vapor collection system to collect emissions generated during tank filling operations when the tank roofs are being floated. The floating roof, with the primary and secondary seals, would be used to control emissions at all other times. Each system would consist of vapor collection pipe headers, a vapor blower, vapor bladder tank, vapor discharge headers, and associated controls. The collection systems would transport the vapors to incineration systems. The floating roof, primary and secondary seals, and vapor collection and control are considered to be BACT for crude oil storage tanks and meet the requirements of the SCAQMD for such tanks. Thermal oxidizers would be installed at Tank Farm Sites and to incinerate all vapors collected in the vapor holding tanks. Each of the tank vapor collection and incineration systems would be designed for automatic control from a local control system and would be monitored remotely from the Marine Terminal Control Building. Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

40 Each tank would be equipped with secondary leak detection systems, overfill protection, and instrumentation to monitor temperature as well as to monitor and control tank level in order to prevent releases to soil or groundwater. Each tank would be designed to allow for monitoring and control from the Marine Terminal Control Building. Each tank area would be enclosed by a dike wall with the capacity to provide for full containment of the entire volume of the largest tank in the diked area, plus the volume equal to the -hour rainfall associated with a -year rain event, in the event of a spill or tank breach, in accordance with state and local codes and guidelines. Additionally, intermediate dikes designed to contain 0 percent of the tank volume would be constructed around individual tanks. Fire-Fighting System. The fire-fighting systems for each area of the proposed Project would be designed in accordance with applicable City of Los Angeles fire codes. Each tank farm would be protected by a firewater loop line and equipped with a foam storage tank and proportioning skid. The crude oil tanks would be equipped with a foam ring and foam chambers. The fire-fighting system for Tank Farm Site would be part of the same system as previously described for the Marine Terminal. Firewater for Tank Farm Site would be provided through a connection to the LADWP water main. Two pumps would be installed in each tank farm: the primary pump would be driven by an electric motor and the secondary pump would be driven by a diesel engine equipped with its own diesel fuel storage tank Electrical Power. Electrical power at Tank Farm Site would be provided by the same system that would service the Marine Terminal, as previously described. Tank Farm Site would be served by a.-kv electrical transmission service provided by the LADWP. The service would include the extension of the existing.-kv transmission line, a substation, and associated metering. The proposed electrical facilities would include associated electrical switchgear, stepdown transformers, motor control centers, ground systems, conduit, wire, lighting, and associated electrical equipment. Utilities. Potable water and sanitary sewer service would be provided to both tank farm sites by the Port. Connection locations would depend on final site configurations. Buildings. An approximately,00-sq ft (-sq m), single or two-story motor control center building would be installed at Tank Farm Site. This building would contain the electrical switchgear, low voltage step down transformers, and the motor control center that would service all electrical equipment. Tank Farm Site would include one,000-sq ft (,-sq m) two-story building to house a motor control center and an office/control center. In addition, Tank Farm Site would now include the Administration Building (described as located at the Marine Terminal in the Draft SEIS/SEIR), which would be an approximately,000-sq ft (,-sq m), two-story or three-story building that would provide offices, meeting spaces, restroom facilities, and a lunchroom. The Administration Building was originally proposed to be located at the Marine Terminal, and was analyzed for potential environmental impacts in that location in the Draft document. However, since release of the Draft document, PLAMT has revised its application to locate this building at Tank Farm to facilitate operations. This Final document concludes that the relocation of the Administration Building would not result in any adverse environmental impacts as discussed in Section. The building will be constructed within the same size parameter and use the -0 Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

41 Pipelines same construction equipment as assessed in the Draft SEIS/SEIR. The new location is zoned industrial and is therefore consistent with land use. Preliminary testing indicates that there is no know hazardous contamination at the new location. There would be no new impacts to traffic, as the route taken by the workers would be primarily the same and, as described in Section., many of the full-time equivalent employees would go to locations other than the administration building. (The entire full-time equivalent employment of people includes personnel at the Marine Terminal, tugboat and Port pilot crews, and inspection and maintenance teams, including some maintenance tasks that begin five to ten years after the startup of operations. As described in Section., only a fraction of the staff would work at the Administration Building and many of these would commute outside normal peak hours; for instance, of the employees who would have worked at the Marine Terminal and Tank Farm Site area (of which most will work at the Administration Building), only are expected to end their shifts during the afternoon peak hour. The Administration Building would be certified in the LEED standards established by the U.S. Green Building Council. The general locations of each of the pipeline routes are shown in Figure -, and the characteristics of the pipelines are summarized in Tables -, -, and -. Figures -, -, -, and - provide close-up detail about the routes of the various pipeline segments. The proposed Project pipeline route would start with a -inch diameter pipeline (Segment ; Figure -) that would run from the Marine Terminal to the northern boundary of Tank Farm Site, and then along the southern edge of Pier 00 and on the Pier 00 Causeway to Tank Farm Site. Two -inch diameter pipelines (Segments a and b; Figure -) would connect Tank Farm Site to the existing network of pipelines at Ferry Street. In addition, another -inch diameter spur (Segment c; Figure -) would run from the existing network at Ferry Street into the ExxonMobil Southwest Terminal. Table -. Pipeline Segment Component Description Route From Marine Terminal to Tank Farm Site, then to Tank Farm Site Inside diameter inches Approximate Length,00 linear feet (,0 m) Length on LAHD property,00 linear feet (,0 m) Nominal Flow Rate 00,000 bbl/hr Buried Yes (except at causeway bridge on Navy Way) Approximate Depth feet (except - feet at origin at Marine Terminal) Primary Construction Method Open cut (trench) Method for Street Crossings Primary: Slick bore; Alternative: Directional Drill or Open Cut Method for Railroad Crossings Primary: Slick bore; Alternative: Directional Drill Method for Water Crossings Primary: installation on existing bridge or trestle; Alternative: Slick Bore or Directional Drill External Coating Yes Cathodic Protection Yes Number of Mainline Valves Pipeline Pigging Facilities One Pipeline Pig Receiver (Terminal) Pipeline Leak Detection System Meters, instrumentation, computer hardware and software Note:. Nominal Flow Rate based on Basra Light crude oil. Rates would vary depending on crude type and delivery constraints. Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

42 Route Table -. Pipeline Segments a, b, and c Component Segment a Segment b Segment c From Tank Farm Site to Existing Line From Tank Farm Site to Existing Line From Existing Line to ExxonMobil Southwest Facility Inside diameter inches inches inches Approximate Length,0 linear feet ( m),00 linear feet (0 m) 00 linear feet (0 m) Length on LAHD property,0 linear feet ( m),00 linear feet (0 m) 0 linear feet Nominal Flow Rate,000 BPH,000 BPH,000 BPH Buried Yes Yes Yes Approximate Depth feet feet feet Primary Construction Method Open cut (trench) Open cut (trench) Open cut (trench) Method for Street Crossings Both segments: Primary: Slick bore; Alternative: Directional Drill or Open Cut N/A Method for Railroad Crossings Both segments: Bore (across RR tracks at west edge of Tank Farm Site ) N/A Method for Water Crossings N/A N/A N/A External Coating Yes Yes Yes Cathodic Protection Yes Yes Yes Number of Mainline Valves Pipeline Pigging Facilities One Pipeline Pig Launcher (Origin) One Pipeline Pig Launcher (Origin) One Pipeline Pig Receiver (Terminus) Pipeline Leak Detection System Meters, instrumentation, computer hardware and software Table -. Existing -Inch Diameter Pipelines Component Mormon Island ExxonMobil Southwest Terminal Route Connect Proposed Pipeline Segment a to Connect Proposed Pipeline Segment b to Proposed Pipeline Segment ExxonMobil Terminal and Proposed Pipeline Segment c Inside diameter inches inches Approximate Length,00 linear feet (, m),00 linear feet ( m) Length on LAHD property,00 linear feet (, m),00 linear feet ( m) Nominal Flow Rate,000 BPH,000 BPH Buried Yes Yes Approximate Depth feet feet Primary Construction Method N/A (no construction as part of proposed Project) Method for Street Crossings N/A (no construction as part of proposed Project) Method for Railroad Crossings N/A (no construction as part of proposed Project) Method for Water Crossings N/A (no construction as part of proposed Project) External Coating Yes Yes Cathodic Protection Yes Yes Number of Mainline Valves 0 Pipeline Pigging Facilities Included with other facilities One Pipeline Pig Launcher (Terminus) Pipeline Leak Detection System Included with other facilities One meter, instrumentation, computer hardware and software The applicant has acquired entitlements to use the existing -inch diameter pipelines shown on Figure - from near Seaside Avenue on Terminal Island to the area of Berth on Mormon Island. A new, directionally-drilled, -inch diameter pipeline (Segment ; Figure -) would run from Berth to the northern end of Mormon - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

43 Island and from there to Site A at Henry Ford Street, where a pig launching facility would be located. A new -inch diameter pipeline (Segment ; Figure - and Figure -) would extend to the Dominguez Channel and onto the existing Valero Refinery and to existing pipeline systems nearby, and a new -inch diameter pipeline (Segment ; Figure -) would extend from the pig launching station northward to another existing Plains All American pipeline (located near the Air Products process plant at the corner of Alameda and Henry Ford Avenue). All pipelines would be installed belowground, with the exception of the water crossings at the Pier 00 causeway bridge, at the pig receiving and launching station, at the Valero pipe bridge that crosses the Dominguez Channel west of the Ultramar/Valero Refinery, and within parts of the Marine Terminal and Tank Farm Sites. It should be noted that the line sizes and routings detailed in the text and tables are preliminary and subject to change during the detailed engineering process. Slight route modifications may be made to accommodate other uses within the Port. Any changes however, would be analyzed to ensure consistency with the environmental analysis presented in the SEIS/SEIR. The design specifications of the pipelines, piping, and related facilities are presented in Appendix E of this SEIS/SEIR. Proposed Pipeline Segment. Pipeline Segment, a -inch pipeline (Figure -, Table -), would transport crude oil from the Berth 0 unloading operations to the tank farms with an approximate total length of,00 linear feet (,0 m). Pipeline Segment would originate at the Marine Terminal approximately to feet (. to. m) underground on the southwestern side of Pier 00 (Face C ). The pipeline would run south and then east along the Marine Terminal access road for approximately,00 feet ( m) to Tank Farm Site on Face D of Pier 00. From the pump and meter area at Tank Farm Site the pipeline would run east and along Navy Way to the east end of Face F where the Navy Way roadway is elevated. At that point the pipeline would leave Navy Way and run north in the unimproved area to the east of Navy Way, paralleling the elevated roadway on the east to an aboveground crossing of the causeway bridge. After crossing the bridge, the line would return below ground and continue north in the unimproved area east of Navy Way until entering the northeastern corner of Tank Farm Site. In the underground area, this line would be installed (via trench or bore) approximately - feet below ground (except in its origin at the Marine Terminal, where it could be - feet underground). Figure - illustrates approximately where the pipeline would be bored, trenched, and aboveground. The applicant anticipates installing remotely operated mainline block valves at the beginning and end of the -inch pipeline, along with the connections to the tank farm sites. Each valve would be monitored and controlled from a yet-to-be-determined, project-related building. Proposed Pipeline Segments a, b, and c. Segments a and b would be -inch diameter pipelines running from Tank Farm Site to an existing -inch diameter pipeline located in Ferry Street (Table - and Figure -). Both segments would originate from a manifold on the west side of Tank Farm Site and connect to existing -inch pipelines west of the U.S. Customs House on Terminal Island. Pipeline segment a would be approximately,0 feet ( m) while segment b would be approximately,00 feet (0 m) in length. Pipeline segments a and b would both be buried about - feet below ground, by trenching and boring (see Figure -). Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

44 0 0 0 The proposed alignment of Pipeline Segments a and b would originate on the west side of Tank Farm Site, cross through the U.S. Customs House parking lot via a trench, and cross Ferry Street north of the U.S. Customs House via a bore. At this point, Pipeline Segment a would turn north to intersect an existing -inch diameter pipeline that crosses the Cerritos Channel to a tank farm at Berth on Mormon Island (and then connect to another new pipeline segment, Segment, described below). Pipeline Segment b would follow the same route as Segment a to the existing pipeline, but product routed through Segment b, once it entered the existing pipeline, would travel south and tie in to an existing pipeline that runs south down Ferry Street to Pilchard Street near the ExxonMobil Southwest Terminal. An alternate alignment for segments a and b could be employed depending upon the ultimate location and configuration of the proposed Joint Container Inspection Facility. A possible location of that facility is the U.S. Customs House property, and if that proves to be the case, segments a and b would be re-routed to the south of the current U.S. Customs House property and would connect to the existing -inch pipelines at the intersection of Ferry Street and Pilchard Street (Figure -). Pipeline Segment c would be a short tie-in connecting the existing Plains pipeline to the ExxonMobil Southwest terminal, north of Pilchard Street near Earle Street. This segment would be trenched and would be located almost entirely on land owned by ExxonMobil (Figure -). Each of these pipelines would have remotely operated mainline block valves at the beginning and end (i.e., including at the connections to the tank farm sites). Each valve would be monitored and controlled from the Marine Terminal Control Building. -Inch Existing Pipeline. The existing -inch pipeline would be used to transport crude oil transferred from Tank Farm Site through Pipeline Segment a to the ExxonMobil Southwest Terminal (approximately,00 linear feet [ m]), and through Pipeline Segment b to Pipeline Segment (approximately,00 linear feet [, m]). Table - summarizes key characteristics of this pipeline. From Site A, a new proposed -inch pipeline (Segment ; Figure - and Figure -) would connect to the Ultramar/Valero Refinery with an approximate length of,0 linear feet (, m). This pipeline route would traverse north to a bored crossing of the railroad tracks, turn east to a cut or bored crossing of Henry Ford Avenue, near the Air Products facility s southern driveway, then leave LAHD property. It would continue northeast in the Air Products driveway and plant area, then turn east to connect to a pipe tunnel under the railroad tracks, and run along a trestle over the Dominguez Channel. On the east side of the channel the pipeline would enter the Ultramar/Valero Refinery and connect to other pipeline systems nearby. - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

45 PROPOSED PIPELINE SEGMENTS a AND b DIAMETER a:,0 LINEAR FEET b:,00 LINEAR FEET SITE PROPOSED TANKAGE TANKS,00,000 BBL SEASIDE AVE. EXXONMOBIL SOUTHWEST TERMINAL Y. PORT OF LOS ANGELES PORT OF LONG BEACH W R TE PROPOSED PIPELINE SEGMENT c 00 LINEAR FEET TERMINAL WY. N MI ALTERNATIVE PIPELINE ROUTE EARLE ST. NAVY WY. PILCHARD ST. AL FERRY ST. EARLE ST. EXISTING PLAINS PIPELINE DIAMETER,00 LINEAR FEET (NORTH & SOUTH PORTION) TERMINAL ISLAND WEST BASIN BRIDGE CROSSING LINEAR FEET FISH HARBOR PIER 00 PROPOSED PIPELINE SEGMENT,00 LINEAR FEET PIER 00 TURNING BASIN LONG BEACH OUTER HARBOR LOS ANGELES HARBOR 0 FACE C PIER 00 PROPOSED PIER 00 LIQUID BULK TERMINAL LEGEND BERTH & BACKLAND FACE C OF PIER 00 N FAC E D SITE PROPOSED TANKAGE STORAGE TANKS (00,000 BBL) SURGE TANK (0,000 BBL) MGO TANK (,000 BBL) Figure -. Proposed Pipeline Segments, a, b, and c Scale 0 Feet 000 Proposed Pipeline: Trench Proposed Pipeline: Bore Alternative Route Existing Pipeline Existing Facility Boundary City Boundary

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47 FRIES AVE. HENRY FORD AVE. ANAHEIM ST. MCFARLAND AVE. PROPOSED PIPELINE SEGMENT DIAMETER,0 LINEAR FEET PROPOSED PIPELINE SEGMENT DIAMETER 0 LINEAR FEET DOMINGUEZ CHANNEL UPRR ALAMEDA ST. EAST BASIN SITE A PROPOSED PIGGING STATION SITE WILMINGTON DRILL STRING LAYDOWN FOR HDD EAST DRILL STRING LAYDOWN FOR HDD WEST HARRY BRIDGES BLVD. AVALON BLVD. SLIP WATER ST. PIER A STREET DRILL STRING LAYDOWN LAYDOWN AREA LA PALOMA AVE. MORMON ISLAND EAST BASIN CHANNEL SLIP PROPOSED PIPELINE SEGMENT PIPELINE DIAMETER SEGMENT,00 LINEAR FEET EXISTING PIPELINE SEASIDE AVE. EAST BASIN CERRITOS CHANNEL TERMINAL ISLAND City of Los Angeles City of of Long Beach LEGEND Proposed Pipeline: Trench Proposed Pipeline: Bore Proposed Pipeline: Directional Drill Proposed Pipeline: Tunnel Proposed Pipeline: Above Ground Existing Pipeline Laydown Area HDD Work Areas Pigging Station City Boundaries Scale OCEAN BLVD Feet N Figure -. Proposed Pipeline Segment

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49 HENRY FORD AVE. ANAHEIM ST. EXISTING PIPELINE AIR PRODUCTS PROPOSED PIPELINE SEGMENT DIAMETER 0 LINEAR FEET DOMINGUEZ CHANNEL PROPOSED PIPELINE SEGMENT DIAMETER,0 LINEAR FEET SITE A PROPOSED PIGGING STATION SITE. ACRES PROPOSED PIPELINE SEGMENT DIAMETER,00 LINEAR FEET LEGEND 0 N Scale Feet VALERO REFINERY Proposed Pipeline: Trench Proposed Pipeline: Bore Proposed Pipeline: Tunnel Proposed Pipeline: Directional Drill Proposed Pipeline: Above Ground Existing Pipeline Existing Facility Boundaries Proposed Facility Boundaries Figure -. Proposed Pipeline Segments and

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51 HENRY FORD AVE. EXISTING PIPELINE UPRR PROPOSED PIPELINE SEGMENT DIAMETER 0 LINEAR FEET AIR PRODUCTS ANAHEIM ST. DOMINGUEZ CHANNEL PROPOSED PIPELINE SEGMENT DIAMETER,0 LINEAR FEET FUTURE PIER B ST. PIPING MANIFOLD SITE CARRACK CARRACK AVE. AVE. SITE A PROPOSED PIGGING STATION SITE. ACRES VALERO REFINERY TERMINAL ISLAND FREEWAY PIER A WAY 0 N Scale Feet PIER B ST. LEGEND Proposed Pipeline: Trench Proposed Pipeline: Bore Proposed Pipeline: Tunnel Proposed Pipeline: Directional Drill Proposed Pipeline: Above Ground Existing Pipeline Existing Facility Boundaries Proposed Facility Boundaries Figure -. Proposed Pipeline Segment - East End

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53 Proposed Pipeline Segments,, and. These proposed pipelines would connect the existing pipeline described above to the Ultramar/Valero Refinery and to other pipeline connections. The proposed -inch pipeline (Segment ; Figure -) would proceed north about,00 feet (,0 m) to Alameda Street and then northeast another,00 feet (, m) roughly along Alameda Street to Site A. Table - shows key characteristics of all three segments. Route Table -. Proposed Pipeline Segments,, and Component Proposed Pipeline Segment Proposed Pipeline Segment Proposed Pipeline Segment From Existing pipeline on Mormon Island to Site A Connect proposed Pipeline Segment at Site A to Ultramar/Valero Refinery and other Plains All American Pipeline pipelines and other customer pipelines located east of the Terminal Island Freeway. From Site A to Existing - inch Plains Pipeline Inside Diameter inches inches inches Approximate Length,00 linear feet (, m),0 linear feet (, m) 0 linear feet (0 m) Length on LAHD property,00 linear feet (, m),000 linear feet (0 m) 0 linear feet (0 m) Nominal Flow Rate,000 bbl/hr,000 bbl/hr 0,000 bbl/hr Buried Yes Yes, except at Dominguez Channel Crossing Approximate Depth to 0 feet feet feet Main Construction Method Method for Street Crossings Method for Railroad Crossings Method for Water Crossings Primary: HDD Alternative: Slick bore or open cut Primary: HDD Alternative: slick bore or open cut Primary: HDD Alternative: Slick bore N/A Open cut Primary: slick bore Alternative: directional drill or open cut Primary: slick bore Alternative: HDD Installation on existing trestle (owned by Valero) Yes Open cut Primary: slick bore Alternative: directional drill or open cut Primary: slick bore Alternative: HDD External Coating Yes Yes Yes Cathodic Protection Yes Yes Yes Number Mainline Valves Pipeline Pigging Facilities Pipeline Leak Detection System N/A Two Two Two One Pipeline Pig Receiver at Site A Yes One Pipeline Pig launcher and one Pipeline Pig Receiver One meter, instrumentation, computer hardware and software One Pig Launcher/Receiver at Site A (tie-in to Pipeline Segment ) Included with other systems Also from Site A, a new proposed -inch pipeline (Segment ; Figure -) would extend about 0 linear feet (0 m) north to an existing Plains All American pipeline Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

54 0 0 located in Henry Ford Avenue near the corner of Alameda and Henry Ford Avenue. This existing pipeline extends north to the ConocoPhillips refinery in Carson. As discussed in Section..., Site A could be unavailable at the time of proposed Project construction, as some of the site is included for potential development as an alternative in the Schuyler Heim Bridge Replacement and SR- Expressway Project (CalTrans, 00). Should Site A be unavailable, the new pigging station would be sited at an alternative location, called Site B (shown on Figure -). In this option, Pipeline Segment would run approximately,0 feet (, m) from Berth to Site B. Site B would be used as a transition point for connecting to the ConocoPhillips Carson Refinery (via Pipeline Segment ) and the Ultramar/Valero Refinery (via Pipeline Segment ). Pipeline Segment would run approximately 0 linear feet (0 m) from Site B to the existing -inch diameter Plains pipeline that extends to the ConocoPhillips Carson Refinery. Pipeline Segment would run, feet (, m) in total. It would leave Site B and run south along Henry Ford Avenue and turn then turn east to connect to a pipe tunnel under the railroad tracks, and run along a trestle over the Dominguez Channel. On the east side of the channel the pipeline would enter the Ultramar/Valero Refinery and connect to other Plains pipeline systems nearby. All pipelines would be installed belowground, with the exception of the water crossings at the Pier 00 causeway bridge, at the Valero pipe bridge that crosses the Dominguez Channel west of the Ultramar/Valero Refinery, and within parts of the Marine Terminal and Tank Farm Sites. The design specifications of the pipelines, piping, and related facilities are presented in Appendix E of this SEIS/SEIR. - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

55 EXISTING PIPELINE HENRY FORD AVE. UPR AIR PRODUCTS R ANAHEIM ST. SITE B ALTERNATE PIGGING STATION SITE 0. ACRE PROPOSED PIPELINE SEGMENT DIAMETER 0 LINEAR FEET PROPOSED PIPELINE SEGMENT DIAMETER, LINEAR FEET DO MIN GU EZ C H AN NEL PROPOSED PIPELINE SEGMENT DIAMETER,0 LINEAR FEET N Scale N ASI TB S A E Figure -. Proposed Site B Pigging Station and Pipeline Segments,, and - East End Feet PIER A WAY VA L E RO R E F I N E RY LEGEND Proposed Pipeline: Trench Proposed Pipeline: Bore Proposed Pipeline: Tunnel Proposed Pipeline: Directional Drill Proposed Pipeline: Above Ground Existing Pipeline Existing Facility Boundaries Proposed Facility Boundaries

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57 Construction This section describes construction of the various elements of the proposed Project and then describes construction activities common to all elements.... Schedule and Labor Force... Schedule The Marine Terminal, both tank farms, all pipelines, and all ancillary components would be completed within about 0 months of project approval (Figure -). The construction project would not be divided into phases; all elements of the project would be built out simultaneously, although some would be completed before others. Construction of the Marine Terminal would start approximately months after approval of the proposed Project and would last for a period of approximately months. Tank farm construction would start within a month of Project approval. Pipeline construction would start approximately three months after project approval and take approximately months. The Marine Terminal, Tank Farm Site, the pipelines, and eight tanks on Tank Farm Site would be completed within about 0 months from approval of the proposed Project, and the proposed Project would be ready to receive tanker vessels. Construction of the remaining six tanks on Tank Farm Site would be completed about approximately ten months later. Thus, construction and operation would occur simultaneously for a period of approximately ten months. During construction, property within and outside the project footprint would be used for various activities, including receipt of bulk materials by barge and rail, equipment laydown and staging areas, warehousing, construction worker parking, construction field office trailers, and pipeline construction material storage and equipment staging (see Section... for probable locations and uses).... Labor Force Construction of the proposed Project facilities would require construction labor equivalent to approximately full-time equivalent employees over the course of the construction period (i.e., an average of jobs lasting for 0 months). During peak construction of each element, the construction workforce would include approximately 0 personnel for the Marine Terminal; personnel for Tank Farm Site and Pipeline Segment ; personnel for Tank Farm Site and Pipeline Segments a, b, and c; and 0 personnel for Pipeline Segments,, and. Based on currently available construction information, the maximum expected construction workforce at any time during construction would be personnel. However, to provide for a conservative analysis, the environmental analysis assumes there may be a period in which all sites are in peak construction. If this were the case, the construction workforce could be as many as personnel at the various sites. Note that the peak construction workforce would not overlap the period of simultaneous construction and operation, since operation would not begin until most construction is complete. A majority of the work force would likely originate in southern California, mainly from the Los Angeles Basin. Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

58 0 0 0 For each construction site, most construction personnel would meet in one of the staging areas and go to the construction site in work trucks and buses. For the Marine Terminal, about 0 percent of the construction workforce would go to Temporary Construction Yard (TCY) (see Figure - and Section...), and the remainder would go directly to the Berth 0 area. For the other construction sites, about 0 percent of the construction personnel would meet at a TCY (see Section...) and the remainder would go directly to the individual work areas. It is expected that there would be several contractors working on the site at one time and nearly all of the construction labor would be contracted from local trade unions. Arrangements would be made to optimize transportation for the project work force so as to minimize both the impact on the local commuter traffic and air pollution related to employee vehicles (see Section., Ground Transportation, for more information).... Marine Terminal Construction The marine terminal at Berth 0 would be constructed using a combination of waterborne and landside equipment. Construction would include: site preparation; the installation of pilings and dolphins; fabrication of the unloading platforms and AMP and AMECS platforms, unloading arms, fendering system, trestles, roadways, pipeways, walkways, boat dock, and gangway tower; installation of the cargo and davit cranes, the spill boom storage facility, the firefighting system, lighting systems, cathodic protection systems, and navigational lighting systems; fabrication of the control systems, and construction of the buildings, utilities, fencing, paving, and lighting. No dredging or filling would be necessary. The pilings supporting the berth platform structure, the AMP platform, the AMECS platform, and the mooring dolphins, would be installed by barge-mounted cranes and a pile driver, maneuvered by a tugboat and supported by small workboats. Pilings would likely be delivered by barge. The steel, concrete, piping, and other building materials needed for the platform structures, control buildings, fencing, lighting, utilities, and the AMP or AMECS infrastructure would be delivered by heavy-duty trucks or rail cars, and concrete trucks would deliver concrete. Welding-unit trucks would be needed to support the assembly of equipment and piping. Mechanical components such as electrical gear, pumps, control units, treatment system components, light standards, valves, etc. would be delivered by trucks and assembled into their respective systems on site. Asphalt trucks and specialized paving machinery would install the roadways and parking lots. Excavators and backhoes would be used to prepare the site for foundations, roadbed, and footings, and dump trucks would haul excess soil off site. Most of this equipment would be diesel-powered. - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

59 Figure - Proposed Project Construction Schedule BW Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

60 Tank Farm Construction Construction of the tank farms would include site preparation, installation of stone columns (made from compacted gravel) for support under the tanks, construction of the containment berms and drainage systems, construction of the control buildings and assembly of the control systems, construction of roads and parking areas, fabrication of the tanks themselves, and installation of valves, manifolds, piping, utilities, lighting, fencing, and security systems. Construction would require the use of excavators and backhoes, dump trucks, cranes, forklifts, paving equipment, and welding units. Steel plates, piping, building materials, control and monitoring equipment, pumps, and other elements would be delivered by heavy-duty trucks or rail cars, asphalt by specialized trucks, and cement by cement trucks. Most of this equipment would be diesel-powered.... Pipeline Construction Conventional trenching would be used to install the pipelines on Pier 00, across Navy Way, through the Customs House parking lot, and at the pig launching area. In other locations, boring and drilling would be the primary method of placing the pipelines underground (see Figures -, -, -, and -). Construction would require the use of excavators, hoes, dump trucks, welding trucks, cement trucks, and specialized drilling equipment. Piping and other materials would be delivered by heavy-duty haul trucks or rail cars and offloaded by cranes and fork lifts. Most of this equipment would be diesel-powered. System inspection of the completed pipelines would include hydrostatic testing to check for pipeline leakage and to confirm that the pipe, fittings, and welded sections can maintain mechanical integrity without failure or leak under pressure, as required by DOT. The tests would involve filling the pipelines with water under pressures higher than the maximum allowable operating pressure for at least hours. Following the test, the water would either be transferred to the next pipeline section or discharged into an existing storm drain with the prior approval of the LARWQCB.... General Construction Practices... Equipment and Materials Construction equipment and practices would conform to the Port s Sustainable Construction Guidelines. Specifically, all construction equipment would be fitted with mufflers and all engines would be maintained regularly. Welding machines would be electric, if available, or diesel, if not. Section. Air Quality provides additional information about mitigation measures that would apply to construction equipment. Wastes generated from construction would generally be in the form of short sections of line pipe, wastes from welding and coating, scrap lumber and cardboard, and boxes and crates used in the shipment of materials. These materials would typically be hauled to the local recycling centers. Trash containers would be provided for daily refuse from construction workers. Other construction wastes might include contaminated soils, asphalt, concrete, and contaminated water used in hydrostatic testing of the pipelines. The non-hazardous wastes would be hauled to a sanitary landfill or recycler. The used hydrostatic test water would be treated as required and discharged under permit. Hazardous wastes in the form of contaminated soils or groundwater could be -0 Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

61 encountered during the construction of pipelines and Tank Farm. Those wastes would be sent to a permitted treatment or disposal facility in accordance with local, state, and federal regulations. Construction crews would use portable chemical toilets. All field welding would be performed by welders to the applicant s specifications and in accordance with all applicable ordinances, rules, and regulations (see Appendix E of the this SEIS/SEIR). As a safety precaution, a minimum of one 0-pound dry chemical unit fire extinguisher would accompany each welding truck on the job.... Staging and Storage Areas Plains and the Port have identified a number of potential sites outside the construction footprint for equipment laydown, material storage, construction management, and worker parking and staging (see Figure - and Table -0). Most of these are on Terminal Island and Pier 00 and include waterside sites, to allow delivery and staging for in-water construction, and sites with rail access. Two of the potential sites are on Port-owned property convenient to the pipeline routes on the mainland. Construction material would also be stored at the contractors existing facilities as well as those of suppliers providing equipment, materials, or labor to the Project. Also, the proposed Pier 00 site and proposed tank farm sites would be used for construction staging and laydown, and staging areas for pipeline construction would be located along the pipeline routes (Figures - through -). Alternative sites have been provided for cases where the proposed construction facilities and staging areas are not available (Table - 0). Approximately 0,000 tons of stone columns stone would be brought in via four Panamax vessels and offloaded to Tank Farm Site and Tank Farm Site (Table -0). Aggregate, concrete, asphalt, sand and slurry materials would be purchased locally (when available) and storage would be provided by local suppliers or in one of the designated storage areas. Staging and storage areas would be protected with storm water controls in accordance with the Project s construction storm water permit and Storm Water Pollution Prevention Plan (SWPPP); see Storm Water Management, below). Additional staging areas, such as an empty warehouse, parking area, or developed lot areas, may also be required. Areas to be used for staging and storage yards would be resolved between the project proponent, the project contractors, and the Port at the time of construction. A typical storage yard or staging area would be on a lot that has already been improved, with access to large commercial streets to allow easy movement of personnel and equipment. It is anticipated that the majority of materials would be brought in during off-peak traffic hours, with the primary exception being concrete, which must be mixed and delivered within a limited window of time. Equipment Transportation A majority of the heavy construction equipment and material would be delivered to the construction sites from local contractors yards on lowboy trucks or trailers using modern trucks that would be required to use ultra-low-sulfur fuel. Mobile cranes and dump trucks would be driven in as well and will also be using the most appropriate low sulfur fuels available. Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR -

62 0 0 Utility and Services Requirements Most construction equipment would require either gasoline or diesel fuel. Welding machines would mostly use electric power, but ultra low sulfur diesel or California Air Resources Board (CARB) unleaded Phase III fuel may be necessary in areas where electric welding machines are not applicable. Water would be used, as necessary, to control fugitive dust and to wash streets as a supplement to sweeping streets. In addition to the daily construction water needs, hydrostatic testing of the pipeline segments would also require water. Hydrotest water would be obtained from the LADWP. To the extent practical, water would be transferred from one component to another to minimize the amount of water that would be used for hydrostatic tests. Hydrotest water would be collected, treated, and discharged in accordance with a National Pollutant Discharge Elimination System (NPDES) permit issued by the Los Angeles Regional Water Quality Control Board (LARWQCB). Each construction site would require onsite diesel fuel generators for temporary supply of electricity. However, wherever possible, temporary connections to the existing power distribution system would be used. Storm Water Management All construction sites would be managed in accordance with the Project s NPDES storm water permit, which requires a SWPPP for each site. The SWPPPs would be developed by the Port, the applicant, and the construction management team, and no construction materials, fuels, lubricants, and solvents in designated containment areas; and conducting regular inspections of procedures and structures. Structural controls would include installing and maintaining berms, catchment areas, and filters, and installing grates and wheel washers at site exits. Contractors would be required to implement the provisions of the SWPPP, and the construction manager would be responsible for ensuring that compliance and for ensuring that the SWPPP is modified as necessary during the construction phase to respond to changing conditions and address BMPs that prove to be ineffective. 0 - Pacific L.A. Marine Terminal LLC Crude Oil Terminal Final SEIS/SEIR

63 WILMINGTON PORT OF LOS ANGELES PORT PORT OF OF LONG LONG BEACH BEACH WEST BASIN EAST BASIN CERRITOS CHANNEL TERMINAL ISLAND OCEAN BLVD. TURNING BASIN 0 SEASIDE AVE. FERRY FERRY ST. ST. WEST BASIN TERMINAL WY. FISH HARBOR EARLE ST. PIER 00 LONG BEACH OUTER HARBOR 0 LOS ANGELES MAIN CHANNEL LOS ANGELES HARBOR PIER 00 TURNING BASIN Least Tern Preserve PIER 00 N LEGEND City Boundaries Scale Feet MAP 0 0 FOOTAGE (= SQ. FT.) 0,,,,0,00,0,, 0,000 ACREAGE Figure -. Proposed Project Temporary Construction Yards